— THE —
Mari
anne
Engi
gmeer
And Naval Architect.
An Illustrated Monthly Journal of Marine
Engineerings Shipbuildings Steam Navigation^
and Electrical Engineering.
Edited by Reginald Wm. James, A.M.I.C.E., M.I.M.E., Etc.
Vol. XXXIIl.From August, 1910, to July, 1911.
Xon&oit;
OFFICE FOR ADVERTISEMENTS AND PUBLICATION, i, 'AMEN CORNER,
PATERNOSTER ROW, E.G.
1911.
INDEX.
EDITORIAL NOTES.
Anti-Rollini; Tanks at Sea, Trials of, 35j
Battleships, Problem of Size of, 353
lioard of Trade Engineers' Certificates, 313
Bron-n-Curtis Turbine. The. 14S
Bunker Explc^'O"*. '
Colonies and Shipping, 393
Compulsory Provision for Wireless Telegraphy, i
Cunarder. The New, 14S
Declaration of London, 341, 433
Electro-JIagiietic Transmission for Marine Propulsion. 147
Harbour Dues an<l I^rge Liners, 73
Large Liners and Harbour Dues, 73
l,aunch of the " Olympic," 115
Loss of the •• Waratah," The, 278
Marine Engineers' Certificates, 313
Marine Propulsion, 313
Marine PropiUsion. Electro-Magnetic Transmission for, 147
Motor Battleships. 184
Xational Insurance. 394
Naval Architect, Profession of, 394
Xaval Contracts, 242
Xaval Review, The, 435
N-avv Estimates, The, 313
New Express Cunarder, 33
Oil Motor Liner, 33
" Olympic," I.auuch of the, 115
Port of London. 277
Postal Reform. 30'i
Problem of Size of Battleships, 353
Profession of Naval Architect, 394
Refrigeration, iS-,
Results of Trials of Anti-RoUing Tanks at .Sea, 353
Review of the Year 1910, 183
Seamen and Firemen, 434
Seamless Boiler Shells, 147
Shipyard Strikes and Lock-Out. 74
Southampton and the White Star Line, 434
Steam Whistles for Signalling, 73
The Launch of the " Olympic." 115
Turbine-Driven Cargo Boats, H5
Turbine-Driven Ships. 393.
■ Waratah," The Loss of tlie, 278
Wireless Telegraphy, Compulsory Provision for, i
White Star Line and Southampton, 434
GENERAL INDEX.
Aberdeen Harbour I-"aciiities, see Clyde Notes. 423
Aero and Motor Exhibition, Olympia, .^iq
Aero-Hvdroplane, Ravaud's (lUus.), 287
Airship, Xaval (Illiis.), 410, 452
•' Aki," Japanese Battleship (Illus.), 252
Amalgamation of Fleets, see Mail I^ines, 133
Amalgamations of Ocean Steamship Companies, see Mail l,ines. h
Answers to Correspondents, see Separate Section of Index
Anti-Rolling Tanks at Sea. Trials of, 353
•' Aqnitania," Cunard Liner, 454 ; see Clyde Xotes, 383
Armoured Cruiser " Ibuki," Japanese (iUus.), 13
" Astoria" — A famous old ship — see Miil Lines, 7
Atlantic Ports, New, see Mail Lines, 152
Automatic Stokers, 437
Ballard, Mr. Maxwell. New Design of Merchant Vessel (IUus.), 402, 457
■'Balmoral Castle," The, see Mail Lines, 42, i^^, .2^8
*■ Bamag." Multiple Drill Heads (Illus.), 322
Battle of the Ports, see Mail Lines. 371
Battleship Cruiser "Lion" (Illus.), 50
Battleships (Illus.). " Ibuki," 13 ; " Thunderer," 42, 275, 286 ; " Lion," 50 ;
"Liverpool," 116; "Mainz," 116; "Von der Tann," 149; "Aki,"
252 ; " Satsuma." 252 ; " Condorcet," 278 ; " Voltaire," 279 ; " Her-
cules," 316 ; " Neptune," 316 ; " Yarmouth," 359 ; " Indefatigable,"
398; "Conqueror," 409; "Princess Royal," 411.
Battleships, Problem of Size of, 353
Beardmore & Co.. Ltd., Messrs. Wm. — "Conqueror" I.aunch, 409
Beck. Mr. O. X., ^Multiple Drill Heads (Ulus.), 322
Beckton Gas Works, A Visit to, 471
Bibby Line, The, see Mail Lines, 153
Billiards at Sea. see Mail Lines, 327
Binz, Mr. G. A. H., Electrical Distance Thermometers, 285
Biographies, Mr. John Clark, 257, Sir David Gill, 163. Marquis of Graham,
C.V.O., 325
Blackjtone Marine Oil Engine, 3^3
" Bloade," H.M.S.. 42. 43
Boiird of Trade Certificates, Engineers*, 50, 286, 315
Boiird of Trade Examinations, see Separate Section of Index.
Boiler Explosion, Notes on a (Illus.), 16
Boiler Feed Pump, A New (IUus.), igi
Boilers, Deterioration in, 256
Books Reviewed, see Separate Section of Index.
Booth I.ine, see Mail Lines, 133
Boyle, H. C, Mr., Retirement, see Mersey Notes, 46S
Brazilian Steamship Companies, see Mail Lines, 152
British Arc \^'elding Co., Ltd., 455
British Canadian Shipbuilding & Dry Dock Co., see Canadian ,Shii>building, 407
British Cruiser "Liverpool" (lilus.), ti6
British India Company's Engineers* Club (IUus.), 400
British Niclaus.se Boiler Co., Ltd., 427
British Vessels launched in 1910. 208, 265
British Warships (IUus.), " Thunderer," 42, 43, 275, 286 ; " Lion," 50 ;
" Liverpool," 116 ; " Hercules.** 316 ; " Neptune," 316 ; " Yarmouth,"
3,S9 ; " Indefatigable," 398 ; " Conqueror," 409 ; '* Princess Royal," 411
Brocklebank Line, The, see JIail Lines, 418
Brussels Exhibition, The, 149
Buchanan, Mr. J. M., Burst Steam Pipe (IUus.), 13
Burst Steam Pipe (Illus.), 15
Cabin of a Chief Engineer (IUus.), 48
Calcutta, British India Company's Engineers' Club in (llUis.) 400
CammeU, I^aird & Co., Ltd.. Messrs.. Dock System (IUus.), 185
Canadian Ser\ice, The, see Mail Lines, 419
Canadian Shipbuilding. 407
Carburettor for Marine Motors (IUus.), 414
Cargo Hatchways (IUus.). 192
CarUsle, Right Hon. A. M.. Retirement, see Belfast Notes, 66
Catering Department on the "Olympic," 4ti
Cause-s of Deterioration in Boilers, 256
Chatham Dockyard, 12, 52, 98, 120, r6i, 206, 255, 280, 3V'^. 37°. 408, 439,
Chemical and Engineering Exhibition, 462 _,
Chief Engineer'-^ Cabin of To-day. A (IUus.), 48
Chilling and Freezing, The Difference between, see Refrigeration Articles, 196
Circulation of Water in Steam Boilers, see Humber Notes, 17-,
Clark, John, Mr. (IUus).. 237
Clyde Deepening, see Clyde Notes, 62 *^
Clyde Shipbuilding Firm*s Centenary (IUus.), 201
Coaling of Steamer's Bunkers (IUus.), 250
Coincidences in Shipping Affairs, see MaU Lines, 40
Cold Chamber, Removing the Heat, see Refrigeration Articles, 259
Cold Chamber. The Construction of a, see Refrigeration Articles, 259.
Cold Store, Holding Produce in, see Refrigeration Articles. 196
Collision between " La RocheUe " and " Yews," see MaU Lines, 6
Collisions at Sea, Regulation^ for Prevention of, see MaU Lines, 203
Combined Cooling and Scavenging System for Four-Stroke Cycle Internal
Combustion Engines (IUus.), 244
"Comet" Telescopic Mast and Hoist (IUus.), if,7
Communications with Oversea Possessions, see Mail Lines, 40
Comparison in Ship Design, 5 s
Compression System, The, see Refrigeration Articles, 292
Compulsory Wireless Telegraphy, see Mail Lines, 7
Condenser, The, see Refrigeration Articles. 292
Congress of Naval Architecture and Marine Engineerin<?. Programme of
Meetings, 356
" Condorcet,'* The French Dreadnought, Speed Trials, 278
" Conqueror,** The, 409
Cooling Systems for Internal Combustion Engines (IUus.), 24 j, 284
Coronation Exhibition, 470
Correspondence, see Separate Section of Index.
Corrosion of Metals, 365
Cranes. Fitting Out — Shipyard Equipment (IUus.), 38
Crosby's Water Arrester and Chime Signaller (or Steam Whistles (IUus.), 59
Cunard " Aqnitania," 434
Cunard Co., see Mail Lines. 288. 326 ; Mersey Notes, 303. 46S
Cunard Liner " Franconia " (IUus.), 44
Dermatine Company's Works (Illus.), 128
Descriptions of ShipbuUding Works, etc. — Mitsu-Bishi Dockyard and Engine
W'orks (Illus.), 34, 74 ; Dermatine Company, 12S ; Dock System of
Messrs. CammeU, Laird & Co., 185
Details of Marine Engineering for 1910, 208, 263
Details of Shipbuilding for 1910, 208. 265
Deterioration in Boilers, Causes of. 256
Devonport Dockyard, 11, 52, 98, 119, 160, 206, 233, 279, 334, 369, 408, 439
Diesel Engined " Toiler " (Illus.), 406
Diesel Engines (IUus.), yi, 95, 289, 329
Diesel Engines for Sea-going Vessels (IUus.), 374, 397
Digbv & Biggs' Dionic Water Tester (IUus.), 198
Dionic Water Tester. The (IUus.), 197
Direction Indicator. The McNab (IUus.). 411
Disasters, see Mail Lines, 6, 289. 41S
Dock System of Messrs. CammeU. Laird & Co., Ltd. (IUus.), 185
Dock Works at Southampton, see South of England Notes, roV
Dockyards, The, rr, 52, 98, ng. ifio. 206, 254. 279, 334, 369, 408, 439
Dominion Line, see Mail Lines, 97
r>redging at Southampton, see South of England Notes. 304
Dues at Southampton, see Notes, 176
Durtnall. Mr. Wm. P., The Internal Combustion Engine (IUus.), 88, 154, 203
Economics of Ship Propulsion. 363
" Edenor," SS., New Design of Merchant Vessel (IUus.), 402
Elder, Dempster Co.. The, see MaU Lines. 259. 418
Electrical Distance Thermometers, 28t
Electrically-operated Tachometers and Tachugraph^; Inr Distance Speed
Recording (IUus.). 159
"Electric Arc." The (IUus.). 436
Electric Arc Welding (IUus.), 435
Electric Fans in .State-rooms, see Mail Lines, 154
Electric Motors for Marine Purposes (IUus.), 122
Electric .Switch, The Watkin (IUus.), 77
Electro-Hydraulic Steering Gear. 362
Electro-Magnetic Transmission for Marine Propulsion (Illus.), 80
Engine Indicator, The McNab iHlus.), 411
Engineering and Machinery Exhibition, Manchester. 151
INDEX.
Engineer's Cabin of To-day (lUus.), 48
Engineers' Certificates, 50, 286, 315
Engineers' Club in Calcutta (Illus.) 400
Engines of the new Nelson I^ine Steamers (Illus.), 48
" Europa," The Ham burg- Am erica Line Mammoth (Illus.), 405
Evaporator, The. see Refrigeration Articles 515
Evershed & Vignoles Ltd., Messrs., Dionic Water Tester (Illus.), 197
Examination of Engineers, 286, 315
Exhibitions— Naval and Mercantile Marine. Olympia, 54. 78 ; Engineering
and JIachinerv, Manchester. 131 ; Brussels, 149 ; North Sea Fisheries,
Yarmouth, 172; Aero and Motor, Olympia. 319; Scottish Exhibition
ot Art and Industry, 364, 420, 461 ; Marine Oil Engine, Newcastle, 413.
Turin, 416; Chemical and Engineering. 462 ; Coronation, 470
Famous old ship. A, see Mail Lines, 7
Fire-bar. The "Trident" (Illus.), 60
Fitting-out Cranes, see Shipyard Equipment (Illus.), 38
Fleets of the Mail Lines, 6, 40, 96. 133, 152, 202, 258, 287, 326, 371, 418, 43^
Foreign Notes. 427, 469
Foreign Vessels Launched and Engined in 1910, 217, 26^
Four-stroke Cycle Internal Combustion Engines, Combined Cooling and
Scavenging Svstem (Illus.), 244
Frahm, Herr H., Anti-rolling Tanks at Sea, 353
" Franconia" Tht: Cunard Liner (Ilhif.i. 44
French Dreadnought " Condorcet." Speed Trials, 278
French Dreadnought "Voltaire'* (Illus.). 279
French Lmer " Rochambeau " (Illus.), 31s
Fuel. Instruction in, 132
■Gale of the nth January, r9ii, see Mail Lines, 259
Gas-Coal and OU-Engined Vessels, 246, 290, 319, 362, 413, 436
Gas-Driven Cargo Vessel, the Holzapfel I. (Illus.), 282
Gauge Cocks. KJinger's (Illus.), 125
■Geared Turbines in the " V'espasian," (Illus.), 360
■German Battleship-Cruiser " Vou der Tann " (Illus.), 149
Oerman Cruiser "Mainz" (Illus.), 116
■Gibbons. W. G., ilr.. The Telemotor (Illus.), 82
,Gill, Sir David, K.C.B., F.R.S., D.Sc. (Illus.), 163
G. M. Balance or Stability Indicators fpr Ships, 122, 358, 403
Graphite Prices, 99, 140, 167. 264. 381, 334
Graving Dock at Belfast, 362
Greene, Tweed & Co., Messrs.. 411
Greenock Torpedo Factory, see Clyde Notes. 267
Griffin Marine Tvpe Engine tUlus.), 329
Grille Water Tube Boiler, The (Illus.), 8, 49
Hamburg -America Line, see Mail Lines, 133, 152; "Europa," 40
Hamilton. Mr. Andrew, Economics of Ship Propulsion, 363
Harrison Line, see Mail Lines, 372
Hatchways, Large (Illus.), 192
Heath & Co., Ltd., Messrs., 192
Hele- Shaw- Mar tineau Electric- Hydraulic Steering Gear, 362
•■ Hercules,*' British Warship (Illus.), 316
Hesse Marine Reversing Gear (Illus. ), 368, 369
High-Speed Boat, A New Type of (Illus.), i&
Hindley & Sons, Messrs. E. S., Marine Engine (Illus.), see Internal Com
bustion Engines, go
History and Practice of Lubrication in Marine Engines, 2G1, 294
-• Holzapfel I." Gas-Driven Cargo Vessel (Illus.), 282
Hong-Kong Harbour, 2
Houlder Line, see Mail Lines, 288
Hughes & Son, Ltd., Messrs. Henry, 78
Huhn's Improved Tube Cleaner (Illus.), 153
Hydroplane Boat, Thornycroft's (Illus.) 18
". Ibuki," Japanese Armoured Cruiser (Illus.), 13
" Indefatigable," Training Ship, see Mersev Notes, 468
- Indefatigable," H.M.S. (Illus.), 398
Indicator. The McNab Marine Register, etc., (Illus.), 411
Industrial and Trade Notes, see Separate Section of Index.
Innes, Mr. James, Marine Boiler Repairs, 290, 336
Institute of :Marine Engineers, 130 ; Visit to Beckton Gas Works, 471
Institute of Marine Engineers, Annual Dinner, 16S
Institute of Marine Engineers, Annual Meeting, 324
Institute of Marine Engineers, Papers contributed to, i.i, 16, So, 82, 88,
122, 124, 236, 26r, 2S5, 290, 294, 328, 336
Institute of Marine Engineers, Presidential Address, (62
Institution of Naval Architects, 314
Instit'ition of Naval Architects, Papers coutributtd to the, 333, 360, 362.
374, 397. 402, 457
Institution of Naval .Architects, Programme of Jubilee Meetings, 356
Institution of Naval Architects. Report of Spring Meetings, 333
Internal Combustion Engine. The (Illus.), SS, 154, 203
Internal Combustion Engines, 246, 290, 319, 362, 413, 436
Internal Combustion Engines, Combined Cooling and Scavenging System
for four-stroke Cycle Engines (Illus.), 244
Internal Combustion Engines for Marine Propxdsion (Illus.), 366
Internal Combustion Engines for Marine use, 124
Internal Cooling System for Internal Combustion Engines (Illus. , 2O4
International Congress of Naval Architectiu-e and Marim- Engineering,
Programme of Meetings, 336
" Ivernia," Stranding of the, see Mail Lines, 433
Jamaica, Direct Service to, see Mail Lines, 41
Japanese Armoured Cruiser " Ibuld " (Illus.), 13
Japanese Battleships " Aki " and " Satsuma " (Illus.), 2i2
Japanese Buying of Steamships, see Mail Lines, 372
John's Patent Punching, Shearing and Cropping Machines (Illus.), 1^6
Jubilee Meetings, Institute oi Naval Architects, 356
Klinger's Improved Gauge Cocks (Illus.), 125
" Lancing," The, see Mail Lines, 134
Lanz Torpedo-Buat Engine (Illus.), 37
I^rge Hatchways (Illus.), 192
L^trge Plates in Marine Boilermaking (Illus.), 319, 320
" L'l Roclielle " and " Yews," Collision between the, see Mail Lines, o
Launches in 1910, 208
Launches and Trial Trips, see Separate Section of Index
Lecoche, Mr Jules, Electro-Magnetic Transmission for Marine Propulsion
(lUus.), 80
Lenoir Engine, The (Illus.), see Internal Combustion I\ngincs. 3SS
Life-saviug Appliances on Cargo Steamers, 60
LitL Equipment at Shipbuilding Berths, 2
■ Lion," H.M. Battleship-Cruiser (Illus.), 30
Liquid Fuel, 134
List of Vessels Engined in 1910, 212
List of Vessels Launched in 1910. 208, 263
* Liverpool," British Cruiser (Illus.), 116
Liverpool Engineering Society, Papers contributed to the, 363, :-,<t^
Liverpool Marine Engineers and Naval Architects, igS
Lloyd's Register Scholarships and Essay Competitions, Institute ol Marine
Engineers, 324
Lloyd's Register of Shipping, 121
London & South-Western Railway Co., see Mail Lines, 372, 436
I,ondon Steamers, see Mail Lines, 327
Lubrication in Marine Engines, 261, 294
" Lusitania," Speed of the, see Mail Lines, 259
Maggs, Mr. C. J., Notes on a Boiler Explosion, 16
Mail Lines, The, 6, 40, 96, 133, 132, 202, 23S, 287, ^26, 371, 4j,s, 435
" Mainz," German Cruiser (lUus.), 116
Manchester Ship Canal, see Mersev Notes, 271
M.A.N. Marine Oil Engine (Illus.j. 333
Marine Boiler Explosions, 103, 248
Marine Boiler Making, Large Plates in (lUus.), 319, 320
Marine Boiler Repairs, 290, 336
Marine Engineer and Naval Architect Patent Record (Illus. 1. ^,2. 72, 114
r46, 182, 240, 276, 312, 351, 392, 432, 47S
Marine Engineering and Naval Architecture Congress, Programme of Meetings,
3=6
Marine Engineering for 1910 included in World's Returns of Shipbuilding
and Engineering, 208. 263
aiarine Engineers and Naval Arcliitects, Livefpool, 198
Marine Engineers' Certificates, 30, 286, 315
Marine Engineers, Institute of, 130 ; Visit to Beckton Gas Works, 471
Marine Engineers. Institute of, Annual Dinner, 16S
Marine Engineers, Institute of, Annual Meeting, 324
Marine Engineers. The Institute of. Papers contributed to, 15, 16, So, S2,
88, 122, 124, 256, 261, 283, 290, 294. 328, 336
Marine Engineers. Institute of, Presidential Address, 162
Marine Engines, History and Practice of Lubrication in, 261
Marine Motors. Polyr!:oi Carburettor for (Illus.), 414
Marine Oil Engine Exhibition, Newcastle, 413
Marine Oil Engines Exliibition, Yarmouth, 172
Marine Patents, Abridgements (Illus.), 32, 72, 114, 146, 182, 240, 276, 313,
331. 392, 432, 47S
Marine Propeller. The '" Paragon." (Illus.), 93. 94, 264
Marine Propulsion by Electro-Magnetic Transmission (Illus.), 80
Marine Register and Indicator. The McNab (Illus.). 411
Marine Steam t^ngine Valve Gear (Illus.), 293
Marquis of Graham, C.V.O. (Illus.), 323
Masts, Telescopic (Ulus.). 357
" Mauretanja,'* Tlie, see Mail Lines, 202
" Mauretania " and the Atlantic Record, see Mail Lines, 97
" Mauretania " and the "* West Point," see Mail Lines, 96
Mavor & Coulson-s " Electric Arc " (lUus.), 436
McNab Direction Indicator. The (Illus.), 41 r
Mechanically- Geared Turbine (Illus.), 121
Merchant Vessel. A New Design of (Illus.), 402, 457
Mersey Docks and Harbour Board, see Mail Lines, 8, 259 ; Mersey Notes,
271, 303
Milton, Mr. J. T., Diesel Engines for Sea-gomg Vessels, 374. 397
'■ Miranda IV.." Thornycroft's (Illus.), rS
Mirrlees-Diesel Engine (Illus.), 330
Mitsu-Bishi Dockyard and Engine Works (Illus.), ,34, 74
Modern Developments in British and Continental Oil Engine Practice (Illus )
328
Modern Shipyard Machinery and Equipment (Illus.), 2, 38
Motor and Aero Exhibition, 319
MulUple Drill Heads (lUus.), 322
Nautical Instruments, 78
Nautical Instruments. Standardization and Certification, 247
Naval -Airship. The (Illus.). 410, 432
Naval Architects, Institution of, 314
Naval Architects, Institution of, Papers contributed to the. 333, 360, 362,
374r 397, 402, 437
Naval -Architects, Institution of. Spring Meetings, 333
Naval -Architects, Programme of Jubilee Meetings, 336
Naval Architecture, 33, 192
Naval Architecture and Marine Engineering Congress, Programme of Meelhigs,
356
Naval Matters, Past and Prospective, 10. 52, 98, 119, 160, 206, 254, 279,
MA. 369. 408. 439
Naval, Mercantile Marine and Engineering Exhibition, 54, 78
Neilson & Sons, Ltd., James, Marine Boiler Plates, 320
Nelson, C. C, Mr., Deterioration in Boilers, 256
Nelson Line Steamers, Engines of New (Illus.), 48
" Neptune," British Warship (Illus.), 316
New British and German Cruisers (Illus.), 116
New Design of Merchant Vessel (Illus.), 402, 457
New Passenger Steamers, see Mail Lines, 133
New York, Port of. see Mail Lines, 258
Newall, Mr. P. B., Internal Combustion Engine for Marine Propulsion, 366
NewhavL-n and Dieppe Route, see Miiil Lines, 258
Niclausse Company, 427
Norris vS; Henty's Marine Internal Combustion Engine (Illus.), 93
North-East Coast Institution of Engineers and Shipbuilders, Papers con-
tributed to the, 366
North-East Coast Ports, 231
North Sea Fisheries Ex:)il>ftio:i of Marine Oil Engines, 173
Notes on a Boiler Explosion (Illus.), 16
Nuremburg Marine Oil Engine, 335
Obituary, see Separate Section of Index.
Oil-Engined Vessels, 246, 290, 319, 362, 413, 436
Oil-P^ngined 7,000-ton Liner, 289
Oil Engine Exhil)ition, Tne Marine, 413
Oil Engine Practice, British and Continental (Illus.), 32S
" Olympic," White Star Ijner (Illus.), 52, 126, 416, 440
" Ottawa," The (Sale of an old Greyhound), see Mail Lines 287
Oxy-Acetylene Method of Welding (Ulus.), 451
Pacific Steam Navigation Co., see Jlail I,iues, 419
INDEX.
Packing Engine-driven Feed Pump Glands while Engines are running (Illus.),
127
Paint, Viiruish and Enamel Remover, 339
Palmetto Packings. 411
" Papamii," S.S., 246. 373 ^ ^„
Papers contributed to the Institute of Marine Engineers, 15, 16, 80, 82, 80,
122, 124, 256. 261, 2S5, 290, 338, 336
Papers contributed to the Institution of Naval Architects, 353, 362, 363,
574t 397. 40-. 457
Papers contributed to the Uverpool Engineering Society, 363, 393
Papers contributed to the North-East Coast Inst, of Engineer? and Ship-
builders, 566
" Paragon " Jlariue Propeller (Illus.), 93, 94, 264
Paris, A Seaport, ^ee Mail Line?, 258
Parsons, Hon. C. A., Twelve Mouths* Experience with Geared Turbines in
the' '• Vespasian " (Illus.), 360
Patents Record, ?2, 72, 114, 146, 182, 240, 276, 312, 351, 392, 432, 478
Pels & Co-, Ltd., Henry, Punching, Shearing etc. Machines (Illus.), i66
Pembroke Dockyard, 12, 54, 99, 120, 161, 207, 256, 280, 336, 37'. 409.440
P. & O. Companv, see Mail I,iues, 97, 288, 327, 43^
Philipps, Sir Owen, Acquisition of European Petroleum Company's Fleet,
see Mail Lines, 258
Plates in Marine Boilermakiug (Illus.), 319, 320
Plymouth Mail Traffic, see Mail Lines, 6
Pulvrhotr Carburettor for Marine Motors (Illus.), 414
Port Jurisdiction and Solicitude, 246. 373
Port of London, see Thames Notes, 65, 235
Port of H'"don Authority, see Mail Lines, 152
Port Kates on Goods, see Thames Notes, 176
Portsmouth Dockyard, 10, 53, 98, 119, 160, 206, 254, 279, 334. 37o. 40S, 439
Postal Reform, 395
•■ Preussen," The, see Mail Line?, 372
Priestraan's Oil Engine, 332
Problem of Sii^e of Battleships, 333
Problems relating to the use of the Internal Combustion EngiuL- for Mann.-
^Propulsion (Illus.). 366
Produce, :\Iethods of Holding, see Refrigeration Articles, 194
Progress of the Turbine Engine, see Mail Lines, 418
Propeller, The " Paragon" (Illus.), 93, 94, 264
Propeller Shafts, Protection of, 356
Puncliing, Shearing and Cropping Machines, John's, 160
(Qualifications for ilarine Engineers' Certificates, 315
Ravaud Aero- Hydroplane The (Illus.), 287
Reciprocating and Turbine Machinery (Illus.), 54
Refrigerated Cargoes and their lusm-ance, 190
Refrigerating Apparatus, Forms of. see Refrigeration Articles, 292
Refrigerating Apparatus for Marine Transport (Illus.), 194, 259, 292, 395
Remarkable Piece of Salvage, A, q?
Repair Work by the Oxy-Acetyleue Method of Welding (Illus.), 451
Reports of Principal German Companies, see Mail Lines, 327
Reversing Gear, Hesse Marine (Illus.), 368, 369
■ Rochambeau." The French Liner (Illus.), 315
Rodger &''Co., A., Conversion of a Well-Deck Coaster (Illus.), 407
Ross, Mr. A., Circulation of Water in Steam Boilers, see Humber Notes, 175
Royal Mail Steamship Company, see Mail Lines, 133, 202
Russian Volunteer Fleet, see Mail Lines, 436
Sale of an old Grcyhoimd, see Mail Lines, 387
Salvage, A Remarkable Piece of. 97
" Satsunia," Japanese Battleship (Illus.), 232
Schobert's Paints, 200
Scottish Exhibition of Art and Industry, 364, 420, 461
Seamen and Firemen, 395. 434
Seamen and their Food, see Mail Lines, 42
Shackleton. Mr. E.. Oil Engine Practice, 328
Sheerness Dockyard. 12, 32, 90, 120, 161, 207, 255, 2S0, is'i, 570, 409, 439
Shipbuilding, 55 192
Shipbuilding Berths. Lift Equipment, 2
Shipbuilding Returns of the World, 208, 265
Ship Design, Comparison in, 55, 97
Shipping Registries and Shipbuilding Development, 323
Shipping Rings Commission, see Mail Lines, 203
Shin Propulsion, Economics of, 362
Shipwrights' Company, The (Illus.), 164, 231, 243
Shipyard Machinerv and t^quipment (Illus.), 2, 38
Simons & Co., Ltd.', Messrs. \Vm., Centenary (Illus.), 201
Simplex Tubeless Superheater (Illus.), 194
Sir John Cass Technical Institute, 132
South African Mails, see Mail Lines, 327
Southampton, Widening of Trafalgar Dry Dock, :iee Trade Notes.
Southampton, 466
South-Eastern and Chatham Railway Co.*s Steamers, see Mail Lines, 288
Soot-removing Apparatus, Willcox-Ramoneur (Illus.), 199
Spanners. Universal. (Illus.). 249
Spencer & Sons, Ltd., John, Marine Boiler Plates, 321
Spurgeon's Patent Steam Whistle Trap (Illus.), 432
Stability Indicator for Ships, 122. 338. 405
Steam Pipe, Report on a Burst (illus.), 15
Steamship Companies Amalgamations, see Mail Lines, 6
Steam Whistle Trap, Spurgeon's (Illus.), 452
Steam Whistle Water Arrester Etc., Crosby's (Illus.), 59
Steering Gear, Eectro-Hvdrauhc, 362
Storey & Hallowell's Boiler Feed Pump (Ilhis.), 191
Stranding of the " Ivernia." see Mail Lines, 435
Submarine Operations at Tobermory, 166
Suez Canal, The, see Mail I.ines, .{36
Sul:ier- Diesel Engine (Illus.), 330
S\iramary of Shipbuilding Returns for 1910, 208
Superheater, Simplex Tubeless (Illus.), 104
Swan, Hunter & Wigham Richardson's " Toiler," (Illus.), 406
Tachometers aud Tachographs (Illus.), 159
Teleraotor, The (Illus.), 82
Telescopic Mast and Hoist (Illus.), 357
Tnames River Service, see Mail Lines, 258
" Thi5tlemoor" Lo^s of the, see Miil Lines, 41
Thornycroft's Hydroplane Boat (Illus.), 18
".Thunderer," The (Illus.)'; 42, 43, 275. 286
" Titanic," White Star Liner, 52, 416, 440
Tobermory, Submarine Operations at, 166
"Toiler," The (Illus. ), 406
Torpedo-boat Engine, The Lanz (Illus.), 37
Trade Notes, see Separate Section of Index.
Trafalgar Dry Dock, Southampton — Widening of, see South of England
Notes, 466
Training Sliips, see Thames Notes, 24
Trial Trips, see Separate Section of Index.
" Trident " Fire-bar (Illus.), 60
Tube Cleaner, Huhn's (Illus.), 133
Tube Cleaner, Willcox-Ramoneur (Illus.), 199
Tubeless Superheater (Illus.). 194
Turbine and Reciprocating Machinery (Illus.), 54
Turbine Engine, The Progress of the, see Mail Lines, 41S
Turbo-Fans, for Forced Draught on Shipboard (Illus.), 18
Turkish Shipowner, see Mail Lines, 326
Union Castle Line, see Mail Ijnes, 97, 202, 289
Union Company of New Zealand, see Mail Lines, 288
United Machine Tool Works, 249
Valve Gear for Marine Steam Engines (Illus.), 293
Veitch, Wilson, Mr. J., Lubrication in Marine Engines, 261, 294
Vertical Turbo-Fans for Forced Draught on Shipboard {Illus.} 18
" Vespasian/' Gear (Illus.), 121, 360
Vessels Engined in 1910, 212
Vessels Launched in igio, 208, 265
Vickers, Ltd., see Mail Lines, 372 The Naval Airshp, 410 ; Launch of the
" Princess Royal," 411
" Voltaire," The French Dreadnought (Illus.), 279
" Von der Tann," German Battleship-Cruiser (Illus.), 149
" Waimate," A long run bv the Steamer, see Mail Lines, 6
" Waratah," The, see IMail'Lines, 327
Warships (Illus.), " Ihuki," 13 ; '" Thunderer," 42, 275t 286, ; " Liou," 50
"Liverpool," 116 ; " Mainz," 116 ; " Von der Tann," 149 ; " Aki,*'
252 ; " Satsuma," 252 ; " Condorcet," 278 ; " Voltaire," 279 ; " Her-
cules," 316 ; " Neptune." 316 ; " Yarmouth," 359 ; " Indefatigable,"
398 ; " Conqueror," 409 ; " Princess Royal," 411
Watkin Electric Switch, The (Illus.), 77
Water Arrester and Chime Signaller for Steam Whistles, Crosby's (Illus.), 59
Water Tester, The Dionic (Illus.), 197
Water Tube Boiler, The Grille (Illus.), '*. 49
Watt Anniversary Celebrations, 281
Waygood's Lifts ou the " Olympic," 450
Welch, Prof. J. J., Problem of Size of Battleships, 353
Welding by the Electric Arc Process (Illus.), 455
Welding. Oxy-Acetylene (Illus.), 451
Well-Deck Coaster to Mail and Passenger Steamer (Ultis.), 407
West African Service, see Mail Lines, 152
West India Mails, see Mail Lines, 97, 2S9
White Star Line, see Mail Lines, 133, 132, 371 ; Mersey Notes, 46S
White Star Liners "Olympic" aud "Titanic" (Illus.), 52, 126, 416, 440
Willcox-Ramoneur Soot-Rejnoving Apparatus for Multitubular Boilers
(Illus.), 199
Wilson & Co., Ltd., Messrs. Henry, Catering Department on the " Olympic,"
451
Wilson, Mr. J. Veitch, Lubrication in Marine Engines, 261, 294
Wireless at the Cape, see Mail Lines, 419
Wireless Telegraphy at Sea, see IVIail Lines, 96, 153, 259
Wireless Telegraphy, Compulsory, see Mall Lines, 7, 289, 372, 436
Work completed during the Year 1910, 224
Work on hand in British Yards, 226, 265
Work on hand in Foreign Yards, 227, 263
World's Shipbuilding Returns for 1910, 208, 263
Worshipful Company of Shipwrights (Illus.), 164, 231, 243
Y'armouth, H.M.S. (Ulus.), 339
Y'arrow Boilers for H.M.S. " Blonde " (Ulus.), 42, 43
" Yews " and " La Rochelle," Collision between the, see Mail Lines, 6
" Vongola " Disaster, see Mail Lines, 372
PARAGRAPHS.
" Apexior," 125, 314
Appleby & Co., Messrs. E. G., 419
Bailey & Co., Ltd., Messrs. W. H., 411
Bed of the Ocean. The, 14Q
Beldam Rubber and Packing Co., 172, 434
Elyth, Captain, 54
Book for Shipmasters, 411
Bowesfield Steel Co., Ltd., 107
Bridges. F. W., Mr.. 99
British Westinghouse Electric JManufacturing Co., Ltd., 414
Buenos Aires, Port Works at. 427
Callender's Cable & Construction Co., Ltd., 326
Carbonic Acid Gas Works, 1:6, 306
Christmas Presents, 116
Citv Engineering Academy, 170, 464
C. M. P. " Gateshead " Steam Whistle Control, 422
Cochran & Co. (.\nnan), Ltd., 50, 77* 165, 232, 421, 454
Cold Storage and Ice Association, 293, 416
Coronation Exhibition, 427, 470
Cruiser " Lion," 2 86
Cunard Co. and Fishguard Route, 416
Cunard Co., The, 419
Denny & Co., 286
Dermatine Co., Ltd., 50
Derriman, W. H., 96
Dictionary of English and Spanish Technical, etc., Terms, 339
Dobbie. McTnnes, Ltd., Messrs., 301
Doultou 1^ Co., Ltd., 2-,(S, 306
Driving Belts, The Lasting Power of, 464
" Ekinji." Steam Launch, 8
Electric and Ordnance Accessories Co., Ltd., 278, 427
Electrical Exhibition. 422
Engineering and Macliinery Exhibition, Manchester, 8, 77
Engineering Standards Committee, 121
, 96, I72> 243, 278, 201, 3t2
VI.
Engineer? and Shipbuilders in Scotland, 125, 301, 427
F.ngineers-in-Charge, 116, 301
I-jigineers' Universal Snpply Store?, 99
Festival of Empire, 301
Fouriiier Instruments, 319
Frank & Sons, Messrs., 164
*' Franconia," The Cunarder, 14
German Association ot (las and Water lingineers, 7^
Glasgow Technical College Scientific Society, 230
Gold Emblem of New Zealand, 243
Gyroscope. The. 339
Harrison Steering Gear, 162
Hawthorn's Marine Engineering Academy, 284, 407
Hayes, Edward. Mr., s
Hoizapfels Ltd., 373
Ice and Cold Storage TradL-- Directory, 1911, 301
In<lia- Rubber, 132
India-Jinbber Goods. 13S
Institute of Marine Engineers,
Institute of Metals. 254, 301
Iiistituliou of Civil Engineers. 40, 285, 419
Institution of Naval Architects. 162, 284. 422
Internal Combu'tion Engines. 74. 149
International Congress of Navigation, 427
International Hygiene Exhibition. 323
International Institute of Technical Bibliography, 301
Iron and .Steel Institute. 3'^ t
Irvine's Shipbuilding & I)r\ Docks Co., Ltd., ifs
" Ivernia," The Cimard I.iner, 410
Jacobson, Mr. And., 170
Keenan & Co., Ltd., Messrs. Mattliew. 287
Large Marine Boiler Furnaces, 319
I^ncaster & Tonge. Ltd., Messrs.. 301
Law relating to Engineering, 50. 116
Lecture^ on Law relating to Engineering, 50, 116
" Lion," H.M.S., 200, 28"6
Liverpool Engineering Society, 160, 312
],iverpool Shipping— Who's Who For 1911, 301
Lloyd's Scholarships, 15
Logarithms for Beginners, 338
Manchester Association of Engineers, 116
" Manulav," Prices. 172
Marine Enamel. 231
:\Iarine Engineer and Naval Architect, 19
" Mariner's Mirror," 251
Matthew Keenan & Co.. Ltd., Messrs., 2S7
JIcNab I.Hrection Indicator. 400, 4S4
Jlercaulile Marine Bureau Report. Japan, 373
Merchant Seamen's Orphanage, 4--
Mcrchant Service Guild, 323
M-talli.: Packii?. 402
Mosses & ^Utchell, Mes.srs., 14
Motor Coasting Vessel, 4i<J
Muir, Tilston & Co., Messrs., 422
Nautical Research, The Society for, 251
Naval, Mercantile Marine an<l Engineering Exhibition, mio. i»
Navigation Congress. 427 iiMtiiAii
Navigation of the Air, 275 Bifljfc* -i
N.E. Coast Inst, of Engineers and Shipbuilders, 116, 256, 301
Paragon Propeller, 264
Phosphor Bronze Co., Ltd., 172
I'orhydrometer. The, 144
I'ort of Liverpool, Rise ami Progress, 301
Priestman Bros., Ltd., 17^
Refrigerated Cargoes, 164
Refrigerating Apparatus, 12:^
Rossendale Belling Co., I^td., 99
Royal Insurance Co., Ltd., 419
Salvage Work, 336
Scimidt System of SuiJerhealing, 162, 251
Shipbuilding Details of Uic World, 116, 150
Shipmasters, A Book for, 411
Shipping in Japan, 422
Siemens Bros.*. Dynamo Work^, Ltd., 301
Si'uons & Co., Ltd., Wm., 164
Sir Raylton Dixon & Co., Ltd., 8
Slide Rule, Pickworlh's, 338
S iiith, Major & Stevens, Lt<.L, Messrs., 19
S ;u>oth-On Iron Paint, 26(3, 330
S >ciety for Nautical Research, 251
S ).uiisli Trans-Atlantic Liners, 128
Si. Mm Piping Arrangements, 341
Siurrock Boiler I'urnacc Ilridge, 263
Submarine Signal Co., 99
Taylor, W. L, Mr, 249
Tliorn's School of Marine Engineering, 50, 164
" Thunderer," The, 128
Tide, Time and Distance Tables for 1911, 301
" Titanic," White Star, Date of Launcli, 326
Trade of Hull an<i Huinber Ports, 301
Turin Exhibition, 1911, 19, 178, 416
L'nitcd States Metallic Packing Co. Ltd., 127, 200. 341. 41-
University of Liverpool, 34
W'ailcs, Dove & Co., Ltd., 46, 124, 421
*" Waratah " Enquiry, 50, 190
Whistle Control, Willett Bruce Automatic. 42 r
Willctt Bruce Automatic Whistle Control, 421
INDEX.
TRADE NOTES.
Barrow, see North-West of Englaiid
Belfast, 66, roj, 141, :!,57, 273, 306, 344, 387, 43b, 469
Clyde and Scotland, 20, 61, 100, 135, 173J 231, 266, 302, 339, 3S3,
Dockyards, The, 10, 52, 98, 119, 160, 206, 254, 279, 334, 369, 408,
Hartlepools, The, see The Tees and Hartlepools
Hutnber and District, 22, 63, 102, 138, 175, 234, 269, 303, 341, ;,S4.
Isle of Wight, see South of England and Isle of Wight
Mersey and Manchester Ship Canal, 24, 65, 104, 139, 177, 235, 271,
385, 425. 467
North-West of England, 25, 66, 140, 178, 236, 272, 305, 343. 3,-S(S.
Southampton, see South of England and Isle ot Wight
South of England and Isle of Wight, 23, 64, 103, 138, 176, 234,
342, 385, 424, 466
Tees and Hartlepools, 22, 63, 102, 137, 175, 233, 269, 303, 340, 384
Thames, 24, 65, 104, 139, 176, 235, 270, 305, 342, 385, 425, 407
Tyne, The, 21, 62, loi, 136, 174, 233, 268
Wear, The, 21, 63, loi, 137, 174, 233, 268
4=2, 464
4jV
424. 466
305, 543,
270, 304,
. 4-3, 46>
427, 469
FOREIGN NOTES.
OBITUARY.
Yarrow & Co., Ltd., Messrs.,
^33
Anderson, David, 135
Bremner, Capt. Arthur Welle-ley. ^:
Buchanan John, 13.=)
Dunlop, David, John, 453
MacLaine, Alexander, 337
Preston, John, 421
Reid, Thomas, 454
Robertson, Duncan, 291
Taylor, William I., Zi7
Thomson, James. 3^7
Wilson, W. W. 2sS
CORRESPONDENCE.
Dry Steam Supply for Wliistles, 171
"Papanni," S.S., 373
Steam Piping Arrangement on the Induced Circulation System, }^y
Steam Whistles for .Signalling, 171
ANSWERS TO CORRESPONDENTS.
The Fastest Passenger Steamer. 47^
The First Compound Engine. 477
The " Riclimond Hill," 266
BOOKS REVIEWED.
Applied Meclianics, by Professor Jamieson, 8th Edition,- 300
Brassey's Naval Annual 1911, 463
Customs Tariffs of the World, 1911, Kelly's, 421
Die Deutsche Schiftbauindustrie, by Dr. Josef Neumann, 20
Design and Construction of Ships, by John Harvard Biles, 463
Design of Marine Multitubular Boilers, by G. D. aicKnight and A. \V.
Brown. 171.
Directory of Merchants, Maimfacturers and Shippers, Kelly's, 1911, 33^3
Directory of Shipowners, Shipbuilders and Marine Engineers, 191 1, 387
Electric Crane Construction, by C. W. Hill, 387
Electric Wiring, Fittings, etc., by W. P. Maycock, 463
Engineers' Year Book, 1911, 338
Engine Room Practice, by J. G. Liversidge, 7th Edition, 463
Experimental Applied Mechanics for Technical Students, by James L.
Maxim, B.Sc, 19
Gas Engines, by W. J. Marshall and Capt. Sankey, 300
Gas, Oil and Air Engines, by Br.van Donkin, 5tli Edition, 300
Indicator Handbook, by C. N. Pickworth, 4th Edition, 171
La Marine de Guerre, by A. Sauvaire Jourdan, 300
I,aw and Practice relating to Pat-^nts and Designs, by David I'ulton, 4tlj
Edition, 106
Les Flottes de Combat en 191 1. by De Balincourt, 265
Mechanical World Pocket Book, 1911, 266
Naval -Vimual, 191 1, edited by the Hon. T. A. Brassey, 463
Pocket Book of Refrigeration and Ice-making, by A. J. Wallis- Taylor, ftli.
Edition, 463
Practical Engineer Pocket Book and Diary, 191 r. 265
Practical Engineer PUectrical Pocket Book, 191 1, zbh
Reed's Extra ist-class Engineer's Guide Book, 134
Refrigeration and Ice-niakiiig Pocket Book, 5th Edition, by .\. J. Wa!;i>.
Taylor, 463
Rhodes' Directory of Passenger Steamers, 1911, 338
Romance of the Ship, by E. Keble Chatterton, 207
Scientific and Learned Societies Year Book, 266
Sell's Directory of Registered Telegraphic .-^ildresses for 1911, 338
Steam and Steam Engines, by Prof. Jamieson, 17th Edition, 299
Steamshijts and their Slory, by E. Keble Chatterton, 19
Steamships and their Story, by R. A. Fletcher, 106
Steam Turbines, by W. S.* Leiand, 171
Steam Turbines, Their Design and Construction, by Rankin Kennedy, 207-
Submarines of the World's Navies, by Charles W. Doniville Fife, 106
Testing Materials, by C. A. M. Smith. M.Sc, 4'M
BOARD OF TRADE EXAMINATIONS.
31, 113, 14s iSi, -39, 275, 3", 351, 3'li
INDEX.
Vll.
LAUNCHES-
Abhi^ii- no
.\c~ringlon, 26
V^neas, m
-\lbeira, log
American Transport, 345
Aniieii^. .^08
Anchises, 274
Andalusian, 42S
Andorinha, 3+y
Anuora. 238
Antico^ti, 179
Arabit-n. 30?
Aracalaca, 274
Arankola, 180
Argentine Transport. 273
Armanistan, 273
Arna, 34*)
Artemis, 108
A-^ciinins, 180
A^cunia (lormerly Geroua),j347
Atlantica, 427
August, 30S
Augwszta Foherczegno, 309
Bampton, 27 .
Bansara, 4/3
Barao dc Cameta, 307
Baron I'ohvarth, 34S
Baron Renfrew, 142
Bayardo, 4^4
Bavern, ?74
Beam, "o
Benpark, 68
Pcrdwindmoor, 107
Beru, 309
Berwick Law, 309
Benvindvale, 238
Birclifield, 428
Blackburn, 109
lilackheath, 428
Blnebdl, 28
Bogstad, 28
Bohcm^e, 428
Bolinder, 430
Bopple, 309
Bunkadra. 27
Boverton, 109
Bovne. 25
Bra-Kar, 309
Braimton, 472
lircntham, 69
Bretwalda, 389
Brierton, 4/5
Brittany, 68
Bucket Dredger, iSo
Budapest, 346
Burma, 349
Burmese Prince, 308
Bury, 179
Cabral, 179
Cameronia, 475
Canadian Transport, 27
Cannavieiras, 70
Cap Ortegal, 309
Castro, 345
Ceara, 237
Ceiba, 347
Charmouth, 29
Chiiidwin, 69
Cninese Prince, 472
city of Baroda, 43"^
City of Bombay. 107
City of Durham, 273
City of Lahore. 348
Clan Mackenzie, 475
Clan Macphee, 429
Coila, 348
Como, 108
Copenhagen, 69
Corbridge, 08
Curjistan. 473
Corte, 472
Craigston, 472
Cnlblean, 273
Daksa, 307
Dalebank, 4.73
Dalecrest, 68
Dapline, 308
Darlington, 29
Darnholme, 474
Daventry, 68
Den-iside. 107
Denis, 346
Den of Crlamis, 29
Dorie, 307
Dorothy Hough, 430
Dnimcraig, 142
Edavana, 309
Kdenor, 346
Bgra, 349
Eileen Duncan, 109
Elephanta, 390
EH^abethville, 142
EUenga, 274
l-:Uerbeck, 67
Ellora. 430
Kl Zarate, 273
Endcliffe, 179
Erdely, 347
Kscrick. 142
Estrella. 142
Ktolia, 427
Exford. 389
Explorer, no
Earn, 109
I'enay Bridge, 108
Eiunie, 388
Forester 107
Eorestmoor, 28
I'tamlington Court, 388
Francisco, 142
Fridland, 27
Fulgent, 108
Gabrielle, 42S
Galway Castle, 390
Garesfield, 388
(.iaythorn, 309
G.eorge V,, 69
Gerona (renamed Asconia), 347
Gloucestershire, 29
Grainton, 345
Grangemoor, 42S
H. A. L. Riissell, 68
Halvdan, 348
Hans B, 347
Harmattan, 237
Harpalion, 141
Harpalyce, 471
Henrik, 474
Highland Brae, 69
Highland Glen, 69
Highland Loch, 273
Highland Piper, 388
Hiidebrand, 309
Hockwold, 308
Hope, 109
Hopemoor, 475
Howick Hall, 142
Hull Trader, 238
Hydro, 347
llheos, 29
ingleside, 69
Ingstad, 69
Intaba, no
Inventor, 69
Izgled, 473
Joseph Chamberlain, 28
Kamma, 68
Kanna, 390
Kansas, 29
Kendal Castle, i^y
Kilda, 345
Kinkasan Maru, 429
Kinross, 389
Kirkfield, 476
Kirkwood, 237
Knight Companion, 69
Krian, 429
KulamVjangra, 109
Labrus, 430
Lacerta, 471
Lady Gwendolen, 430
Langholm, 389
Laristan, 141
La Senora, 431
Leucadia, 26
Levenpool, 238
Lesil, 30S
Linesman, 343
Lingiield, 67
Lisbon, 141
T^issa, 3S8
Loch Leven, no
Lord Haldane, 47?
l,ord Lonsdale, 430
Lord Wenlock, 473
Luceric, no
Luciston, 69
Lydia, 42H
Maianbar, no
Maloja, 238
JVlanzanarcs, 349
Margaret Wetherly, 274
Marsden, log
Marj' Baird, 472
Medina, 349
Mediterraneo, 23^
Messina, 307
Mile-End, 473
Modcyr, 390
Monkshaven, 34^
Moorlands, 108
Montenegro. 307
Neieus, 310
Neil Gow, 347
Nigaristan, 474
Nomadic, 431
Norfolk Coast, 109
Oaknierc, 26
Olynipia, 42S
Orcades, 471
Oreland, 428
Peewit, 142
Persimon, 54S
Petrel, 308
Phrontis, 347
Port Curtis, 27
Prince Victor, 67
Princeps, 475
Princess Adelaide, 29
Princess Aiice, 473
Pungue, 476
Remuera, 476
Renee Marthe, 109
Riviera, 390
Robert Dollar, 476
Rudmore, 346
Ryburn, 108
Saguenay, 430
Saint Leonards, 430
Saint Stephen, 349
San Andres, 428
Sandefjord, 307
San Guglielmo, 390
Sao Pedro, 307
Saruia, 67
Satyavati, 349
Seaford, 472
Seal, 389
ftheng Ta, 430
Signe, 107
Sir Arthur, 179
S. L- Haldane, 68
Snowdrop, 69
Star of Freedom, 348
Star of India, 143
St. Kilda, 238
St. Lawrence, no
Storstad, 141
.Strathan. no
Strathardle, 179
Strathfiuella, 273
Strathlethen, 273
Syndic, 141
Szent Isvant, no
Tadorna, 27
Teeswood, 27
Tellus, 308
Thames, 28
Themis, 389
Themistocles, 143
Thistleban, 28
Thistletor, 67
Thomas Holt, 69
Telemachos, 429
Tin to, 180
Towneley, 27
Traffic, 431
Tregiirno, 429
Trent, 237
Trevorian, 348
Torilla, 473
Ul, 475
Ussa 309
Ustica, 431
Usworth, 29
Valenca, 69
Vallington, 273
Valparaiso, 142
Vandyck, 476
Vard, 475
Vendee, 273
Vonolel, 427
Vosges, 345
Walter Daninieycr, 309
Warner, 390
Watermouth, 179
Wearbrid^e, 179
Wedgwood, io8
Windsor Hall, 68
Xylupia, 475
Y.C. No. 95, 348
Yesso, 345
Yoro, 427
Zeitieh, 346
Zcvenbergen, 389
Foreign.
Ull, 351
Ymer, 1 1 r
Vessels not named.
Amazon Steamer, 307
Barge Loading Dredger, T.C.C.No. 8,
238
Grain Barge (Smith's Dock Co.
Ltd.), 67
Screw Steamer (Craig, Taylor & Co.,
Ltd.), 238
Screw Steamer (Wm. Hamilton and
Co., Ltd.), 238
Slielter-deck Vessel, 9,000 tons, 345
Single-deck Vessel (Doxford & Sons,
Ltd., Builders), 27
Steam Dredger No. 508, 238
Steam Trawler (Smith's Dock Co.,
Ltd.), 237
Steam Trawler, 309
Steel Screw Drifters (Cochrane and
Sons), 427
Steel Screw Steanjer (Sunderland
Shipbuilding Co., Ltd.), 108
Steel Screw Trawler (Cochrane and
Sons, Builders), 26
Steel Screw Trawler (Cochrane mid
Sons, Builders), 28
Steel Screw Tug (Cochrane & Sons,
Ltd.), 107
Steel Ship Caisson (Edward Eiiicli),
141
Two .Steel Lighters (Edward 1" i;ch
and Co., Ltd.), 348
Two Steel Screw Trawlers (Cochrane
and Sons), 473
Two Steel Tugs (Goole Shipbuilding
and Repairing Co., Ltd.), 472
TRIAL TRIPS.
vEneas, 18 l
Akassa, 70
American Transport, 390
Amicus, 390
Araphion, 350
Ancliises, 351
Andalusian, 476
Anglo- Pa tagonian, 112
Anna, 70
Arabien, 350
Aracataca, 350
Arankola, 310
Argentine Transport, 310
Ariosto, 71
Armanistan, 31 1
Arna, 39:
Artemis, 143
Ascanius, 239
Atland, 31
Atlantica, 477
August, 351
-\ugusEta, 391
Baltistan, 70
Batiscan, 310
Bayern, 311
Berdwindvale, 350
Benpark, 112
Bideford, 70
Blackheath, 477
Bluebell, 112
Bogstad, 71
Boheme, 476
Bolinders, 476
Bore, r8o
Boukadra, 71
JJovnc, 1 13
I Bia-Kar, 391
British Transport, 30
Brittany, it2
' Burmese Prince, 391
I Caiueratii, 71
Canadian Transport, 71
Cauonbar, 30
Cape Transport, 30
Carasa, 391
Carmen, 350
Cheslakee, 30
City of Lahore, 431
I Clan Macphee, 477
I Cliftonian, 476
I Cuila, 391
I Curbridge, n2
Corncrake, 70
Daksa, 350
Dalecrest, iiz
Daphne, 350
Darlington, in
Don Carlos, 71
Driebergen, 144
Duchess of Richmond] 70
Edenor, 391
Eggesford, 70
Elizabeth ville, 310
Endcliffe, 310
Erdely, 391
Escrick, 239
Exford, 477
Explorer, 180
Farn, 144
vni.
Ferngarth, 350
Forestay, 14.1
Francisco, 239
Fridland, 112
Garesfield, 431
Gloucestershire, 181
Graintou, 191
Grot Khueii Hedervary, 39J
Halvdau, 431
Haus B, 391
Harmattan, 275
Harpagus, 31
Harpalioii. 181
Haworth. 112
HigUlaud Corrie, 70
Highland Scot, 112
HoUy Branch, 477
Hova, iSi
Impoco, 30
Indian Prince, tl
Ingleside, 143
Intaba. 181
Invenlnr, 143
Izabran, 71
Janus, 31
Jonathan Holt, 70
Joseph Chaml»erlain, 72
Kanima, 113
Kanna, 477
Kan -as. 72
INDEX,
Kendal Castle, n.:
Kiukasan Marn, 477
Kinross, 477
Kirkwood, 274
Koophandel, i4'>
Kronstad, 476
Kwarra, 30
I^dywood, 70
I^ngholm, 476
I^uderdale, s^o
I^ncadia, 70
lyincluden, 31
Lingfield, 112
I^isboa, 31
!Cissa, 431
Ivola, 476
Lorca. 144
I^rd Lonsdale, 477
Mainstay, 143
Malaespera, 31
>Xalanbar, 23')
Marengo. 112
Marsden, 144
Mediterraneo,
Messina, 3. si
Moacyr, 431
Muritai, 31
Natal Transpurt, 31
Neleus, 390
Norhilda, 31
Onitsha, 30
310
Pakeha, 112
Perdita, 239
Popular, 30
Registan, 70
Remembrance, 31
Renee Marthe, 144
Rio Machado, 310
Riviera, 477
Rotorua, 180
Sachseu, 310
Saint Leonards, 477
Saldanha, 477
San Andres, 477
Sandefjord, 391
Sau Remo, 71
Sergipe, 70
Smith's Docks No.
Snowdrop, 144
St. Albans, 70
Star of Inda, 181
Stephen Furness, 70
Strathau, 180
Strathardle, 239
Syndic, 239
Teeswood, 70
Telemachos, 477
Tellus 350
Themis, 431
Themistocles, 274
Thisbe. 144
Thistleban, 71
Thistletor. 112
Towneley, in
Tregurno, 477
Trevorian, 431
Triton, 31
Tungku Miriam, 30
Vendee, 350
Vosges, 391
' Walbrook. 144
, Walter Dammeyer, 350
I Wearbridge, 274,
i Wedgwood. 143
I Zeelandia, 70
! Zeitieh, 431
' Zevenbergen, 432
Foreign.
Ihumata, 351
Nora, 145
Radioleine, 31
Vessels not named.
Steel Screw Steamer (Blyth Ship-
building up-d Dry Dock Co., Ltd.),
432
Steel Tug (Edward Hayes, Builder),
III
Steel Tug (Edward Haye^^, Builder),
181
9,000 ton Steamer ^Northumberland.
Shipbuilding Co., Ltd ), 477
Printed by Percv Llnd, Humphries & Co., Ltd.. The Country Press, Bradford; and 3. Amen
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
The Marine Engineer
And Naval Architect.
LONDON, AUGUST, 1910.
BUNKER EXPLOSIONS.
TH E evidence given at the enquiry ordered by the
Board of Trade relating to the explosion which
occurred on the Cairn liner Cairnrona in April last
affords food for serious reflection. It will be remem-
bered that the casualty took place when the steamer
was about ten miles off Beachy Head, resulting in the
death of one man, and injury to a number of pas-
sengers, while damage was done to the ship itself. A
considerable amount of time was taken up in taking
evidence from experts as to the character of the coal
in the bunkers where the explosion occurred, and in
solving what appeared at first sight to be somewhat
of a mystery. In the end the court had no difficulty
in arriving at a definite conclusion of a simple
character. In the judgment the court state that red-
hot ashes and cinders were found in the starboard
side bunker before the bunkering commenced in
London, probably due to having fallen through the
open bunker door when the fires were being drawn.
It was not clearly established that this fact was com-
municated to the master, but it was to one of the
engineers, but which one was not clear ; anyhow the
red-hot ashes and cinders were neither removed nor
effectively quenched. The condition of the bunker
coal was known to the chief engineer when the ship
left Gravesend, and the vessel ought not to have been
taken to sea with the bunker coal in such a condition.
After leaving Gravesend the heating in the bunker
increased, but proper measures were not taken by the
chief engineer to ensure safety, nor by the master in
consequence of his not having received information
from the chief engineer. On April 7th three ex-
plosions occurred, the cause being the hot ashes left in
the bunker, which became covered up in the operation
of coaling, and in time set up slow combustion and
generated gas. As the coal was worked out from the
bunker more air was admitted which, combining with
the gas, became an explosive mixture. When the
coal got low enough to admit air to the seat of the
fire a flame or spark broke out, which ignited the gas.
The other explosions were caused by the gas being in
different recesses of the bunker, which ignited in a
similar manner as above stated. The death of the
assistant steward, who was the man filled, was in the
opinion of the court caused by the flame and shock
following the explosion, which blew off the bunker
hatches on the shelter deck, and injuring five others.
The hull of the ship was not damaged in any way,
but some damage was done to the hatches and fittings.
The loss of life was not caused by the wrongful act of
the master or second engineer, but by the default of
the chief engineer, and the court severely censured
him for not taking further steps for ensuring the safety
of the vessel and those on board. It will thus be seen
that no difficulty was encountered in arriving at this
result. Now the serious feature of the case to our
mind is the fact that here is a steamer of some 5,000
tons burden, carrying nearly 900 emigrants, which is
allowed to start from Gravesend with a chief engineer
having the knowledge that a serious condition of things
existed in the bunkers and his sense of responsibility
is so small that he does not acquaint the master of the
situation, but lightheartedly permits the ship and its
human cargo to put to sea. It is difficult to realize how
an indi\-idaal can take such a risk single-handed, and
it is indeed a matter of satisfaction that the ultimate
effect of such folly was not more extensive than it was,
having regard to the possibilities. In conclusion it is
most satisfactory that the matter has been cleared up
in such a conclusive manner, and one is led to express
a hope that it may be a warning to others not to take
unnecessary risks.
COMPULSORY PROVISION FOR
TELEGRAPHY.
WIRELESS
OUR cousins on the other side of the Atlantic have
in their wisdom passed an Act in Congress
which provides that from and after the ist
July, 1911, every ocean-going ship of the United
States or any foreign country, carrying passengers and
crew numbering fifty or more persons, shall not leave
any U.S.A. port unless equipped with an efficient
wireless installation capable of transmitting and
receiving messages through over 100 miles distance,
with a properly qualified person in charge to work it.
This does not apply to steamers plying only between
ports less than 200 miles apart. A penalty of 5,000
dollars is provided on conviction for violation of the
regulation, and a lien on the ship is created as security
for payment of such fine. We have nothing to
say with reference to the wisdom or otherwise of the
passing of this Act by the United States Congress, as
the condition of the mercantile marine of that country
has special characteristics of its own, but we do express
our surprise that Sir Edward Sassoon should have
thought fit to introduce a Bill into the British House
of Commons on the same subject and in practically
identical terms to the U.S.A. Act.
The Bill was strenuously opposed by Mr. Gibson
Bowles on what seems to us to be incontrovertible
grounds. In the first place all our large passenger
steamers have already largely provided themselves
with wireless installations and the bulk of the vessels
not so provided do not require it ; and in the second
place a large proportion of British steamers trade in
parts of the world where wireless stations do not exist
at all, and therefore the promoter of the Bill is in
effect asking for powers to enable the Board of Trade
THE MARINE ENGINEER AND NAVAL ARCHITECT.
■August, 1910.
to place an altogether unnecessary burden on ship-
owners. The burden, too, if the bill were passed,
would fall upon the owners of smaller ships, who are
far less able from a financial standpoint to install
apparatus which, owing to the trading area of their
ships, cannot be usefully employed during the main
part of the time of employment. We believe that
some of our largest shipping companies have found
that in actual practice the wireless installations have
had small utility owing to the want of enterprise of
our colonial governments in providing stations. A
point that should not be lost sight of is that year by
year new ships are built and are largely equipped
with wireless installations, so that automatically, so to
speak, a material extension is being made in the proper
direction along lines which are dictated by sound
commercial policy on the one hand, and the safety and
convenience of the public on the other, so that the
necessary expense can be usefully taken advantage of.
The main contention of the promoters of the bill
appears to be that because the U.S.A. Congress has
passed the Act we should follow the example, but it
seems to us that the converse is the more consistent,
having regard to the different conditions which
obtain in the two countries. The bill was read the
first time, and we most profoundly hope that it will
stop there, so that the unnecessary burden involved in
such a provision may not be placed upon a body of
commercial people who already have enough to con-
tend with owing to trade depression and strong com-
petition. We think the thanks of shipowners are due
to Mr. Gibson Bowles for his vigorous opposition to
this altogether unnecessary proposal.
MODERN SHIPYARD MACHINERY
AND EQUIPMENT.
HONGKONG HARBOUR.
WE have been favoured with a copy of a very interesting
report issued by the Harbour-master of Hong-Kong,
dated March ist, containing a large amount of infor-
mation on the subject of the shipping of the port. The total
number of vessels entering and clearing during the year
1909 amounted to 527,230, with an aggregate tonnage of
34,830,845, being a decrease of 4,832 vessels compared with
1908. but an increase in tonnage of 215,604 tons. This shows
the prevailing tendency to larger vessels. Foreign ocean
vessels have increased by 186 ships of 460,072 tons, this being
due mostly to Japanese vessels, which increased by 118 in
number and by 459,292 tons. Norwegian increased by
fifty-eight vessels and 64,400 tons, Swedish by forty-seven
and 70,265 tons, Portuguese and Dutch also show increase.
The decreases which took place were of the following nationali-
ties : — French, forty-five vessels, equal to 58,133 tons;
German, nineteen vessels or 16,848 tons, with smaller de-
creases of vessels under the flags of Russia, Austria and Italy.
By a curious anomaly the United States sent an increase of
seven vessels, but the tonnage was decreased by 42,211 tons,
so also with Chinese vessels, an increase of two brought about
a decrease of 3503 tons. The total number of vessels during
the year 1909 which entered the colonial waters of Hong
Kong amounted to 704, exclusive of river steamers, and
of these 336 were British and 368 foreign. The numbers for
1908 were 745, 365 and 380 respectively. The aggregate
tonnage for 1909 vessels entering was 1,682,845. The
figures for twenty years ago show that in 1889 the number
of British vessels which were entered amounted to 2591,
equal to 3,242,953 tons, while in 1909, the number rose to
9856 vessels, ecpial to 11,437,681 tons. The number of
entries of vessels other than British in 1889 amounted to
1 144, equal to 1,206,983 tons, and in 1909 the number
amounted to 5688, equal to 8,593,590 tons. The ligures re-
presenting the number of vessels refer to the number using
the port ; these vessels may enter several times during the
year, each entry being counted in the aggiegate return.
[Continued from page 413, Vol. XXXII.)
Lift Equipment at Building Berths.
ELECTRIC winches for shipyard work are a speciahty
of the Sunderland Forge and Engineering Co., Ltd.,
whose works, being situated in a busy shipbuilding
centre, are largely devoted to meeting the requirements of
shipbuilders and engineers. The illustrations. Figs, i, 2 and
3. show this company's latest standard winches for shipyard
work. These represent both worm and spur geared
winches, and are made in various sizes and lift weights up to
five tons at suitable speeds. They are of simple but sub-
stantial construction, and withstand the roughest treatment.
Having the electrical portion of their equipment completely
cased in, they may be placed in the most exposed positions
without any risk of insulation troubles. The motors are
of the " PaUion " multipolar type, and specially designed for
this class of work, the controller and resistance being arranged
inside the motor casing. Adequate protection is thus en-
sured for all the current-carrying parts, and the design is
such that all parts of the motor and controller are easily
accessible. The motors are series wound and have ample
power to lift loads at the required speeds, the Ughter loads,
of course, being hfted at faster rates. They have shafts
specially strong, with large bearing surfaces to take e,\cessive
weights and can withstand sudden and heavy overloads
without sparking at the brushes. Winches are also made
fitted with standard alternating current motors. The con-
trollers, of the tramway reversing type, are arranged inside
the motor casing. Metallic resistances, specially designed to
go inside the motor casing, are arranged so that the working
of the controller on the various resistance stops, for consider-
able periods, does not overheat the resistance.
These winches are fitted with a powerful footbrake, which
acts on the motor shaft, and is so constructed that the brake
sheave is gripped between two brake blocks and prevents
any strain being thrown on the motor bearings when the
brake is apphed. The first reduction from the motor is by
means of a worm gearing, entirely enclosed in a cast-iron
case, and revolving in an oil bath. The worm is of steel
cut from the soUd, case-hardened, and engages with a phos-
phor-bronze worm wheel. The end thrust being taken by
a ball thrust block, friction is reduced to a minimum. The
second reduction is by cast-iron spur gearing, and all gear
has guards for preventing injury to workmen.
Various types of electric winches well adapted for shipyard
work and designed to hft from li to 5 tons, at from 50 ft. to
60 ft. per minute are made by Messrs. Mactaggart. Scott and
Co., of Lcanhead, Edinburgh, and Figs. 4 and 5 illustrate
two of these which have been installed in a number of im-
portant shipyards throughout the kingdom. Fig. 4 repre-
sents a 3-ton spur-geared winch, while Fig. 5 is a winch of
similar capacity and practically of similar construction, save
that it is fitted with worm instead of spur-gear reduction.
When exerting a pull of 3 tons on the rope the speed is 60 ft.
per minute. The sole-plate and standards are strong cast-
ings, and the main and intermediate shafts are of mild steel,
turned. The gearing consists of a machine-cut steel pinion
on the motor spindle, which gears with a machine-cut cast-
iron spur-wlieel on intermediate shaft. \ machine-moulded
cast-iron pinion on the intermediate shaft gears with a
machine-moulded cast-iron spur wheel on the main shaft.
All gearing is enclosed m gear guards. The winding drum,
which is 13 in. diameter by 27 in. face, is mounted free on
the main shaft and engages to same by means of a claw
clutch controlled by a hand lever. Warping ends are 13 in.
diameter, specially designed for wire rope, and are securely
keyed on ends of main shaft. A wood-lined band brake is
fitted on second motion shaft and a band brake is also fitted
on winding drum, and both are controlled by foot lever.
The electrical equipment of the winches consists of 21 B.H.P.
motor, running at 500 r.p.m. for 480-volt direct-current
circuit, suitable controller, resistances and double-pole switch,
all compact on bedplate and attachment faces. Resistances,
etc., are neatly enclosed in mild steel waterproof casings.
August, igio.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
Messrs. Royce, Ltd., Manchester, whose electrically-driveii
overhead cranes are so well known in the engine, boiler and
other shops of engineering and shipbuilding estabhshments,
are also speciahsts in electric winches, capstans, etc., em-
ployed for hauhng and hoisting at shipbuilding berths.
Fig. 6 shows one of this company's electric winches for ship-
yard work which is of compact design and is fitted with the
Royce friction driving device. In this case it is apphed to
the first motion spur wheel. The rim of this wheel is coupled
to the hub by frictional grip alone, the amount of which
can be readily adjusted so that should the load upon the
teeth exceed the normal, the rira will slip relatively to its
boss and prevent damage to the motor or gearing. This
mechanical " safety-valve " is, it appears to us, superior to
fuses or a circuit breaker. It requires no re-setting, thus
obviating waste of time. The hoisting barrel can be dis-
engaged for lowerinjr with free barrel. The Royce Co. make
a large number of electrically-driven transporters, and Fig. ;
shows one of these provided with swivelling bogies for negotia-
ting curves, constructed to operate on a track that is straight
the hoisting of the lighter materials, such as could not con-
veniently be handled by lieavy overhead cranes, and werc^
found of immense service in the raising or lowering from
deck to deck of structural items, which under ordinary cir-
cumstances the workmen would have had to carry up or down
the hatch ladders in the centre of ships. Although the
ordinary — and now. old-fashioned — broad sloping wood
gangways alongside the berths were still necessary for long
items and for general e.xit or entrance of workmen in large
bodies, the electric hfts effected great saving in time, and
eUminated incalculable risk in the conduct of work, and were
the means of rapidly conveying individual or small bodies
of workmen to deck levels at which their work lay.
This retinement of modern facility for moving workmen
and material is at present finely e.xemplified in the electric
hfts which are fitted in connection with the berth structures
under which the huge steamers Olympic and Titanic are
being built for the White Star Line in the works of Messrs.
Harland & Wolff, Belfast. The lifts in question, which have
been installed by Messrs. R. Waygood & Co., Ltd., of Falmouth
Fig. I —Electric Winch, Worm and Spur Geared, for Shipyard Work.
The Sunderland Forge and Engineering Co., Ltd.
or approximately so. .-X special feature of this machine is
the provision of two distinct hoisting barrels and ropes
which can be spaced at any desired distance apart. This
construction is especially adapted to the transport of long
ship plates, since it compels them to remain in a fore and aft
position during transit, and thus no guy rope is needed to
prevent them from revolving. All their transporters are
designed to run upon the bottom flanges of the track joists,
thus making the suspension of the latter a simple problem
involving no cranked hangers, etc., and simphfying the
' construction of any switches that may be required.
In connection with such mammoth hners as the Lusitania
and the Maurelania in British yards, and possibly in con-
nection with other great steamships built in Germany and
France, where the duration of constructional work warranted
the outlay, electric hfts have been employed for conveying
workmen from ground level to the upper deck of the steamers.
or to intermediate levels corresponding with the several
decks. Such lifts were, of course, also intended to deal with
Road, London, are fitted in pairs alongside of, and about
mid length of, the building berths, and Fig. 8 shows one pair
as fitted at one of the building berths. Each pair is fitted
in a self-contained, wrought-iron stnicture, which is strongly
stayed at the top to the berth structure. Each hft is con-
structed for a load of 3 tons at a speed of 125 ft. per minute.
The rise of the several hfts varies sUghtly, but the average
is about 96 ft. The working power is obtained from the
shipyard's continuous current supply at 440 volts.
The cages, which are 8 ft. 3 in. wide by 10 ft. 6 in. deep by
7 ft. high, are very strongly constructed with steel channel
suspension bar, and steel angle framing filled in at tire
sides with sheet steel and with checkered plate flooring.
Each cage is suspended by four best steel wire hfting
ropes 2 in. circumference. The hfts are arranged so as to
serve at three landings, the middle one being arranged
to vary in accordance with the level at which the work is
being done in the ship. Each opening is protected by a
collapsible gate which is electrically interlocked so as to
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
25
c ^
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c
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J3
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August. 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
Fig. 6. — Electric »Winch with '
Messrs. Royce,
prevent the lift being started away wlien the gate is open, or
the gates opened unles.s the ca.ge is opposite same. The cages
arc fitted with adjustalile gun-metal guides at top and
bottom to work again,st runners, and arc roofed with strong
wirework. The cages being open at back and front, each
section is fitted with a heavy section collapsible gate which
Royce" Friction Driving Device
Ltd., Manchester.
is electrically interlocked so that the cage cannot be moved
unless both gates are closed. The cages are fitted with
specially heavy safety gear consisting of four cams working
on turned steel shafts, and arranged to grip on timber guides
at the sides in case of failure of suspension rope
The cage
guides are of rolled steel joists filled in with teak, upon which
Fig. 7. — Electric Transporter
.Messrs Royce, Ltd., Manchester.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
the safety gear would act in case of emergency. Each cage
is counterbalanced by cast-iron weight equal to about half the
load in addition to the actual weight of cage. The counter-
balance weight guides are fitted with gun-metal guides
working against round turned steel runners. The motors
are rated at 30 H.P., running at about 650 revs.; they are
shunt wound and totally enclosed.
The motors are coupled directly to machine-cut worm and
wheel winding gear, the worms being of steel specially case
hardened, and the worm wheels having cast-iron centres and
rims, and teeth of phosphor bronze. The gear is enclosed
in cast-iron case which forms an oil bath. The thrust of
worm shaft is taken by double ball thrust bearings. The
worm wheel shaft carries a V-grooved winding sheave
3 ft. 6 in. diameter which is turned to suit the four steel wire
Ufting ropes. The controller is of the makers' standard
design .specially arranged for heavy duty. It is operated
by a car switch fitted in the cage with self -centring detachable
handle. Special over-run limit switches are provided at top
and bottom to prevent overtravel, and as an additional
precaution a main limit switch is provided which will be
operated by the movement of cage, to cut off the main current
and prevent overrunning in case of failure in the ordinary
controller.
THE FLEETS OF THE MAIL LINES.
(From- our Ozvii Correspondent.)
Disasters.
AN unusual collision was that by which the two steamships,
La Rochelle of Bayonne and the Yews of Newry were
both lost off the Skerries on the evening of the 19th
June. The French vessel was much the larger of the two,
being of between 1300 and 1400 tons gross register, whilst
the colliding steamer was of but 333 tons gross. The contact
took place in dense fog, and the Frenchman, which was taking
a cargo of ore from Bilbao to Workington, went down almost
immediately, some ten members of her crew being lost. The
Yews fortunately remained afloat. But she, too, had a
heavy cargo — pig iron — and it was at once seen that her phght
was a desperate one. A passing vessel picked up the sur-
vivors of the Frenchman and also took charge of the bulk
of the crew of the Yews. But the navigating officers, the
engineers and a fireman of the British ship stood by their
vessel in a boat. They dare not stay on board as they
momentarily expected the fore bulkhead to burst and the ship
to disappear. In this their expectations were justified.
But their pluck in standing by on such a hopeless quest in
darkness and fog, in a channel where at any moment they
might be run clown by a passing steamer, seems worthy
of record.
An inquest was held by the coroner for Anglesey on the
body of the cook of the French steamer, and the jury not
unnaturally returned a verdict of accidental death. After
the verdict had been returned a remark .seems to have been
made by the coroner to the effect that he was puzzled by
what he considered to be the difference in the law relating
to coUisions at sea and similar accidents between vehicles
on land. At the first blush we might retort that there is a
whole body of law founded on the International Regulations
for the prevention of collisions at sea, whilst on land the rules
are comparatively simple and, indeed, such as they arc, they
differ in Britain from those prevailing in most other civilized
countries. But an examination of his statement shows that
the coroner took the opportunity of touching not upon the
question of the prevention of collisions, but on the possibility
of putting the criminal law in motion where gross negligence
appears to have been shown by those in charge of one of the
colUding ships. So far as I have seen, there is no suggestion that
any one was guilty of criminal negligence in the case before him.
But as to the abstract point he raised, it may well be pointed
out that the duties of those who drive land vehicles are com-
parativelj- simple, and moreover that derelictions of those
duties are easily brought home to them. Carriages and motor
cars arc driven along well-defined roads. People have to
keep to their own side of the street, to pass only when there
is room, and in passing to do so on the right side. Further,
they must not exceed the speed Umit. But that is all. On
the sea there are no defined lanes. The navigator may see
a light bearing in any direction, make up his mind whether
the vessel to which it belongs is one for which he must man-
oeuvre, and then consider which article or articles of the
regulations apply to his case. If he makes a mistake his
ship may be cast in damages in the Admiralty Court. But
it is excessively difficult to prove that he was deliberately
at fault or that he was guilty of criminal negligence. If such
default could be proved against him to the satisfaction of a
court of law the navigator of a ship would be punished for
his act just as surely as would be the driver of a land vehicle
who committed a similar offence.
A Long Run
has just been made by the steamship Waimate on her
voyage to Vancouver. This vessel, which is owned by the
Union Company of New Zealand, has recently steamed
the whole 15,000 miles from the Clyde to Vancouver round
Cape Horn, without ever stopping her engines. Accomphsh-
ing the voyage in sixty-two days, she maintained an average
speed of I li knots over the whole course. I take it that this
is a world's record. It certainly beats the Clyde to New
Zealand ports run for distance and it considerably eclipses
what I imagine to be the previous best achievement, that of
one of the old White Star vessels, chartered to the Occidental
and Oriental Company, which made a non-stop run from
Liverpool to San Francisco many years ago.
The Plymouth Mail Traffic.
The long and costly fight between the Great Western
and the London and South-Western Railways has at last
come to an end, by reason of the agreement which has been
arrived at by the companies in respect of the whole of the
competitive traffic over their systems. The mail traffic
from this particular port seems to go to the Great Western,
which indeed seems the faster route of the two to London.
But as the earnings are pooled, even to the extent of allowing
return tickets to be used over either line, it does not seem
to matter very much which hne gets the actual carriage.
The outward and visible sign of the treaty, as far as my
readers are chiefly concerned, is seen in the announcement
that the fine twin-screw passenger tender and tug .-italanta.
which the South-Western had built in the year 1907, and
which they stationed at Plymouth for use in the mail and
passenger traffic, has now been taken over by the Great
Western.
.\nother passenger development is noticeable. .\ new
service is to be run from Plymouth to a Normandy port.
It is at present maintained by weekly sailings. I notice
that the vessels working it are the Ibex — one of the older
Great Western steamers of the Weymouth fleet — and the
other the Bretonne. The name of the latter will be unfamiliar,
but probably the ship is not, for it conceals the identity
of the twin-screw Chelmsford, which, till the coming of the
new turbine vessels on to the Harwich route, was regularly
engaged in the Great Eastern Railway's .services to Dutch
ports.
Amalgamations of Ocean Steamship Companies
continue. The latest is seen in the offer by Sir joliii lUler-
man for the purchase of the fleet of the Shaw-Savill and
Albion Company, which maintains a high-cla.ss pa.s.senger
service to New Zealand. The tonnage affected amounts to
51,360 tons gross register, which is contained in some eleven
bottoms, whilst a twelfth ship, the Pakeha. is under con-
struction. Seven of the ships concerned are of the twin-screw
type, and all of them are. I think, fitted with refrigerating
installations — the dead meat trade being the staple of the busi -
ness. Twin-screw vessels will be a novelty in the EUcrinan
fleet, for even on such passenger services as the City Line to
Indian ports Sir John Ellerman has not considered it needful
to duphcate machinery. It is to be hoped that the working
of the new ships will be so satisfactory as to convert him to
the adoption of the principle throughout his big fleet.
.\s appears from the report of the International Mercantile
Marine Company, a number of the Shaw-SaviU & Albion
ships are jointly owned with the White Star Company, and
some of the latter organization's vessels are owned jointly
with Shaw-Savill. This intimate relation between the
White Star and Shaw-Savill will bring Sir John once again
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
into contact with the combine — a fact which is interesting,
when it is remembered that he divided the Leyland Com-
pany's fleet and went off with one part of it at the time of
the ' reorganisation and combination. From this fact and
from the closer terms with which the ftoyal Mail in its en-
larged form. has got with Lord Pirrie and his interests, one
cannot help surmising that a far more gigantic interlacing
of shipping interests, even than those that have of late taken
place, may be possible in the near futnre.
Compulsory Wireless Telegraphy.
On the ist July, 191 1, the law of the United States will
compel all the passenger steamers on its register to carry an
ellficient installation of wireless telegraphy on voyages of over
two hundred miles on the open sea. Into our own legislature
Atlantic there are already so many ships fitted and so many
land stations available that full use of the appliance can be
made. But in other trades we find that land stations arc not
yet always available throughout the voyage, even when the
course lies within a moderate distance of the shore, and it
therefore perhaps seems a little previous to enjoin that all
passenger vessels in all trades should carry a device which in
some instances may not be available for use. But that defect
will soon be remedied, and Sir Edward Sassoon has done well
for the sailor and the travelling public by introducing his
measure.
A Famous Old Ship
has gone to the scrap heap in the Astoria of the Anchor Line,
which has been towed from the Clyde to a German port of
Fig. 8.— Waygood Lifts at Messrs- Harland & Wolff's Building Berths.
Messrs. R, Wavgood & Co., Ltd., London.
See article •■Modern Shipyard Miuhnury," page
Sir Edward Sassoon has introduced a similar bill to enforce
the installations upon British passenger vessels, and the
measure has passed its first reading in the House of Commons.
That the provision of such appliances for safety is necessary
and advantageous need not be discussed since the case of the
Ri public occurred. It will be remembered that that crowded
White Star passenger Uner was struck by an Itahan vessel,
which herself was too much injured to be able to assist.
In a dense fog the signal for assistance was sent out with
persistent reiteration, and by its means adequate aid was
summoned from the fog and guided to the place where the
sinking liner lay. In consequence of the invention of Mr.
Marconi then the lives of all on board the Republic were
spared, and it should assuredly be that all Atlantic hners
should be fitted with the installation— for in the North
demohtion. In the Anchor service she did not make much
of a show with the larger and faster vessels against which she
was running in their New York service. But in her early
days she was record breaker in the New Zealand trade with
her sister the Arawa. These two vessels were built in the
years 1883 and 1884 by Messrs. Denny for the Shaw-Savill
and Albion Line, and quickly achieved a name for themselves.
For a time the Tainui was on the Spanish register, being
employed as the Covodonga by the Compania Transatlantica
of Barcelona at the time "when the Madrid Government was
pouring Spanish troops into the island of Cuba. The names
Arawa and Tainui are, of course, now represented in the
Shaw-Savill fleet by two twin-screw vessels of much greater
size than the original bearers of the name, as are those of the
other vessels of the older fleet which have been cast.
8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
The deal between Sir John EUerman and the Shaw-Savill
and Albion Company has naturally induced rumours of other
combinations, and amongst them is a suggestion that a power-
ful interest is about to make an oflcr for the fleet of the New
Zealand Shipping Company, which undertaking, like Shaw-
Savill & Albion, has been largely increasing and modernising
its fleet of recent years. -X significant fact is the advance of
the Company's shares to a premium. This may either be
induced by a general idea that something is in the wind or
may be caused by solid buying on account of those in the
know. The New Zealand Shipping Company has of late
been in the forefront of enterprise, for they were the Com-
pany for whom Messrs. Denny & Co.. of Dumbarton, con-
structed the Otaki. the first vessel with a combination of
reciprocating engines and turbines. They thus proved the
adaptability of the system to vessels of moderate speed, and
deserve the credit for doing so. though in some directions
it is maintained that the Latircntic, built by Messrs. Harland
and Wolff, for the St. Lawrence service of the White Star
Line, was the pioneer vessel in this direction. A glance at the
dates will determine this point once and for all. for the Otaki
went through her trials in November, 1908. while the Lciurcn-
lic's trials did not take place till January. 1909. The success
of this experimental vessel has been such that the New
Zealand Company havi' felt justified in having during the
current month another steamer similarly engined. launched
for their fleet from the Dumbarton yard.
The Mersey Docks and Harbour Board
has at length determined to commence work on its large
scheme of dock extension, which wa.s outlined some time ago.
The idea is to eventually make additions to the facilities of
the north end of the Dock Estate to an estimated cost of
three and a half millions. But the present departure is but
a part of the whole and it will involve but an expenditure of
half a millicn sterling. It should, however, give to the trade
of the port facilities which will be sought in vain in any other
port. Liverpool can at present dock any vessel yet built
or under construction. The new dock will give accommoda-
tion for vessels larger than any as yet even suggested. As
the chairman rightly remarked, vessels of this huge class
can hardly be completed in less than three years, and in three
years the new dock will be ready. It will have a length of
io2n ft. with an entrance 120 ft. wide, whilst the level of the
cill will be 25 ft. below the standard datum of the port — " the
old dock cili." It will be available either as a dry or a wet
dock, for the bottom of the dock will be laid in concrete and
will be 4 ft. lower than the cill. Blocks for dry docking will
be provided. On a twenty foot tide there will be 45 ft. of
water at the entrance !
The Spread of Wireless
is — apart from legislative compulsion — very marked. I
notice that the new steamship Gloucestershire, just launched
for the Bibby Line service to Rangoon, is fitted with wireless,
whilst the P. & O. is rapidly extending the installations to all
the mail steamers of its fleet, the latest to be fitted being the
Mooltan. Now the London and North-Western Railway
Company is adapting its mail steamers for the receipt and
despatch of wireless messages.
Sir Raylton Dixon & Co.. Ltd., of Middlesbrough, have
presented to the Admiralty Registry in the Royal Courts of
Justice a valuable model to scale of an up-to-date cargo
steamer of 4580 tons gross. The model, which is 4 ft. in
length, is enclosed in a handsome glass and mahogany case
upon which is a suitable inscription.
.Mr. E. Hayes, of Stony Stratford, has recently run the trials
of another twin-screw steel steam launch for export to the
East. She is named the Ekinji, and is 60 ft. long. 1 1 ft. wide
and draws 3 ft. aft.
Engineering and Machinery Exhibition. Manchester.
— The Right Hon. Sir George Reid, High Commissioner for
the Commonwealth of .\ustralia, has accepted the invitation
of the Exhibitors' Advisory Committee to open the ICxliibition
on the 14th October. A meeting of the Committee was
held recently, and was attended V>y many well-known persons.
Details of the opening ceremony were completed, and other
business attended to. The meeting was a very enthusiastic
one. We learn that practically all the space in the Exhibition
has been booked.
THE GRILLE WATER-TUBE BOILER.
WE have had an opportunity of personally in-
vestigating the merits of a Grille water-tube
boiler, installed in the works of* the well-
known firm of Messrs. Eraser & Eraser, Ltd., of
Bromley-by-Bow, E. The firm placing this boiler on
the British Market is The British Grille Water-tube
Boiler Co., of Craven House, Kingsway, London, who
have made arrangements with Messrs. Eraser and
Eraser, Ltd., for its manufacture.
The qualifications demanded for a modern boiler
particularly for marine use is high efficiency with
small weight and occupying small floor space, with
facilities for cleaning, other than by manual labour,
and further, that all parts of the boiler shall be open
and convenient for repairs.
These qualifications are so well represented by the
Grille boiler that it would appear to be almost a
unique type, as the weight and floor space are small,
as compared with other water-tube boilers, whilst it is
self-cleaning as regards its tubes by a special arrange-
ment, by using a reverse current of steam which is
caused to flow at suitable intervals — say once a day —
through every portion of its tubes. The boiler and its
tubes can also be swung outwards by means of two
Illustratini; the Reverse Circulation
supporting bars quite away from the brick-work founda-
tion, allowing excellent access for repairs. Excellent
testimony has been given as to the efficiency of the
boiler, even under forced draught, to the effect that it
always gives dry steam, even when working up to 3
times its normal evaporative capacity, and further,
that the boiler will not prime at all, even when pressed
to the utinost.
The Grille boiler has been at work at Messrs.
Eraser & Eraser's works since May r/th, igog, and
tests have been made of its working, which prove its
tubular element to be maintained absolutely clean and
free from scale, although working with East London
water, which has an average hardness factor of 20
degrees. The boiler has been cleaned by the sectional
blow-down only, and sections of one of the tubes were
shown at the demonstration, which had been taken
out and cut into pieces. These were absolutely clean,
showing the tube drawing marks upon them. Ex-
ternally the tubes are kept clean by a steam blast
from a nozzle, which can be applied through tubes
placed here and there in the lower header, and there
is no external sign whatever of burning in these tubes.
Evaporation tests were made at the works six months
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
Fig. 3.
10
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
after the' installation was put up, when it was found
that an evaporation of 11-5 lbs. of water from and at
212'' F. per lb. of coal was obtained, showing an
efficiency of 80 per cent., and even when generating
at 40 per cent, above the normal duty it was still
found that the same efficiency was maintained.
Referring to Fig. i, it will be seen the boiler con-
sists merely of a steam drum R to which two headers
CC are attached, having tubes of U form. This
drum R is attached to the upper portion of two
standards J pivoted at their bottom, by which means
as shown in Fig. 3 the whole boiler with its tubes can
be swung outwards away from the brickwork founda-
tion, so that all parts are open and convenient for
examination and for replacing tubes. This examina-
tion need only be done, say, once in six months, to
effect which the flanges of the steam pipes and of the
water supply must be uncoupled.
Baffle plates FFF are used to direct the course of
the gases from the furnace to the flue, there being a
reverberating arch V of firebrick above the furnace,
to ensure smokeless combustion and the efficient com-
bustion of the fuel.
A peculiarity of the Grille boiler is the system of
Solignac Cartridges B, which are placed in each of
the ends of the tubes attached to the lower head.
These cartridges slide in the ends of the tubes and are
made of thin metal with a small hole bored into and
through the heads of the cartridges. As soon as there
is some change in the internal pressure in the tubes,
these cartridges keep on the move, coming partly out
towards the end of a plug fixed into the outer wall of
the header, but in going back to close the tube, they
always leave the hole through them clear, so the
water can only enter the tubes in a very restricted
form, the change taking place continuously and uni-
formly. What the effect of these cartridges is upon
the supply of water is still an open question, but we
understand that it is only with these cartridges that
this boiler can be made to give clean dry steam when
pressed to an abnormal extent.
The boiler is made in sections of from three to eight
in number, according to the size required, each section
being provided with a blow-off cock at the foot of the
lower header as shown in Fig. i and at B in Fig. 2.
This last figure shows the arrangement used in these
boilers to produce, when desired, a reverse circulation
in the evaporating tubes. When the valve A is closed
down from the outside, the supply of water is abso-
lutely cut off from the lower header, so that if the
blow-off cock B is opened the steam must blow down
the evaporation tubes from the top of the boiler, first
driving out the water, originally in the lower portion
of the tube and in the lower header, and then scouring
and cleansing the tubes by removing any deposited
sediment therein. This blow-out may take place at
any time, but even with water of a very high degree
of hardness, it is not necessary more than once in
twenty-four hours. Some marine boiler contracts have
already been fulfilled, and in Fig. 4 we show the Grille
boilers on the s.s. Pas de Calais and Nord. .\mongst
the first orders was one for four boilers, a part only of
twelve boilers in the Pas de Calais. The French Naval
Authorities have made exhaustive trials on the boiler
as fitted on the torpedo boat Kabyle, and an efficiency
of at least '](>'' ja at a normal condition of the fires, and
with a rate of firing three times the normal the
efficiency was found to be as much as 65 %• The
steam for the low as well as the increased combustion
above referred to, had only -0083 per cent, of water
with it, which was a remarkable result.
Having regard to the result of these tests, the
Compagnie du Nord considered the advantages of
the four boilers on the Pas de Calais to be so evident,
that, when considering the Grille design with that of
other water-tube boilers, they determined to install all
Grille boilers, to the number of twelve, in the Nord.
It is therefore worthy of note that the Compagnie du
Nord have found these boilers all that could be desired
for their Channel vessels, there being a distinct saving
in the weight and floor space occupied in comparison
with other water-tube boilers. As there is a boiler
here in the hands of Messrs. Fraser & Fraser, Ltd.,
who have tested it in actual working for twelve
months, marine engineers here would do vi-ell to take
the opportunity of acquainting themselves as to the
advantages of this boiler.
NAVAL
MATTERS-PAST
PROSPECTIVE.
AND
(From our Own Correspondent.)
Portsmouth Dockyard.
KING GEORGE has made his first visit to this port since
his accession. His Majesty, who was accompanied
by Queen Mary, embarked in the Royal yacht on July
2 1st and made an informal tour of the Government estabhsh-
ments, the dockyard. Whale Island, Harbour and the Marine
Barracks. Their .Majesties made a short cruise to Cowes,
and then left on the visit to the Fleet, which was of quite a
private character. Probably at the Coronation there will be
an elaborate naval display at Spithead. The Lords of the
.■\dmiralty, too, came down at the end of the month. The
battleship Orion is to be launched on August 20th by
the Marchioness of Winchester, whose husband, the Marquis
of Winchester, is the Lord-heutenant of the county of Hamp-
shire. The vessel will have been on the slips a week under
nine months, which is about a fortnight longer than her
predecessor, the Neptune. The Orion will be the heaviest
battleship built here, her displacement when completed being
22,500 tons, but her launching weight will be about 8000
tons, the same as the Neptune. Her length is 545 ft. and
beam 86 ft., and she is to be fitted with turbines of 27,000
horse power. She will carry ten 12 -inch guns and the bar-
bettes will be so arranged as to give a broadside fixe of ten
guns with eight ahead and six astern. The greatest secrecy
is still being observed as to all that relates to the vessel and
although hundreds of excursionists visit the yard daily none
of them are allowed near the building slips. The Neptune
is making rapid headway, and it is hoped to have the vessel
ready for her trials by the late autumn, so that she may be
ready for commissioning by January, or within two years of
her commencement. All the turbines have been shipped
and three of the barbettes with their guns and equipment
are complete. .\t the dockyard sale on July 12th five obsolete
war.ships were sold. The' battleship Barfleur, lO.soo tons
displacement, which was launched in 1S92, went for ^£26,500,
and a sister vessel, the Centurion, Hunched the same year,
was sold for ;^200 less. The cruiser Melampus, a vessel of
3400 tons launched twenty years ago, was disposed of for
^9000. It is interesting to note that the Melnnipiis was
commissioned by King George (then Commander the Duke
of York) for the naval manoeuvres of 1892. The Nelson,
which was for some time a training ship for stokers at this
port, was sold for /i4.;oo. She was launched thirty years
ago, and was originally a first-class cruiser of 7630 tons. The
Pique only brought iii £2500 ; she, however, is a hulk and
was built seventy-five years ago.
August, igio.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
Devonport Dockyard.
No fewer than forty vessels were brought up to sea-going
strength for the manoeuvres at this port. There have been
two mishaps recently, strangely enough the vessels concerned
being the present and past flagships of the local division of
the flome Fleet. Shortly after relieving the Siitlej the King
Alfred left for a cruise to the Channel Islands and almost
nnmediately came into collision in the Channel with the
steamship Clieapside of London, which was sunk, the cruiser
sustaining no damage of moment. On July 15th, during
the manoeuvres, a boiler explosion occurred in the Sutlej,
as the result of which four men were seriously scalded, two
of whom died. It is satisfactory that no vessels returned
from the manoeuvres earlier than usual owins; to machinery
the price paid by the Canadian Government for the vessel
was ,^215,000. The Niohe has been inspected by repre-
sentatives of the Dominion Government, including Com-
mander Macdonald and Engineer-Lieutenant Howe, Orders
have been received for the 27-knot destroyer Swordfisli to
be transferred to the non-effective list. She was built at
Elswick fifteen years ago and an examination has shown that
her efficiency has been reduced to an extent which does not
justify any further expenditure on the vessel. The destroyer
Mermaid has been sent to Gibraltar, where she is to undergo
a refit. The Pique, late a fifth-rate of 181 1 tons, which was
built in 1834 and last used as a hospital ship at this port,
was amongst the vessels disposed of at the last dockyard sale
at Portsmouth. The battleship Hood has been sent to
Fig4-
Grille Boilers of S.S. Pas di Calais and Nord.
or other defects. Splendid progress is being made with the
new cruiser Indr/atigable, and it is confidently anticipated
that she will be ready to commence her machinery trials in
October. The cruiser Lion is to be launched on Saturday,
August 6th, by Viscountess Clifden. The Lion will be the
third vessel that Vice-Admiral Cross has superintended the
launch of since he came here as admiral-superintendent.
Lie leaves us in September, but it is not yet known who his
successor will be. The cruiser Europa, of the Fourth Division
of the Home Fleet, has been taken in hand for a refit, as has
Torpedo-boat No. 045, and Torpedo-boats Nos. 99 and 107
have been taken in hand for the retubing of their boilers.
The cruiser Niobe is now practically ready to leave for Canada.
Although fifteen years have passed since she was laid down
she looks as smart as ever she did. It has transpired that
Queenstown, where she has relieved the Emerald as receiving
ship and flagship of Rear-.'Vdmiral Sir A. Paget, the senior
officer on the Coast of Ireland. The Emerald is to be hnked
up with the Impregnable and Inconstant to form part of the
boys' training estabhshment, and is to be renamed the
Impregnable III. The Emerald was formerly an armoured
cruiser, her original name being the Black Prince. Commo-
dore Wemyss, of the Royal Naval Barracks, is, it is under-
.stood, to be in command of the mail steamer Balmoral Castle,
which is to take the Duke of Connaught out to South Africa.
A former apprentice at this yard, Mr. C. F'. Rogers, obtained
an Admiralty scholarship of £$0 a year, tenable for three
years, at the recent examination of private students of naval
architecture for admission to the Royal Naval College,
Greenwich.
12
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, iqiOj
Chatham Dockyard.
The naval manoeuvres gave a large amount of work both
to the naval and to the dockyard authorities, but, never-
theless, the mobilization was carried out without the slightest
hitch and all the vessels were ready in good time. Practically
every commissioned ship left the port for the exercises. We
have still plenty of refitting work. The cruiser Chavybdis
has been taken in hand before leaving for Colombo on troop-
ing duties, and the destroyer Panther, of the Nore Flotilla,
has also been paid off for a refit. The destroyer Eden, which
received extensive damage at Dover in January, when she
parted from her moorings and was driven ashore, has been
repaired and has been recommissioned for service with the
Nore Flotilla. The ocean-going destroyer Swift, which had
been in hand for the repair of some damage recently received
at Birkenhead, left on July 2nd for Harwich to rejoin the
First Flotilla. In connection with the transfer of the boy
artificers from this port to Devonport and the mechanician
candidates from the Western port to Chatham, the Tenedos
II., which has been used as the training establishment for
boy artificers, was paid off on July 15th, the boys being
transferred to the Indus at Devonport, and the mechanician
candidates to the Pembroke. The Tenedos. which is an old
wooden line of battleship, has now been placed on the non-
ciifective hst, and is to be sold. The cruiser Naiad, which
has been converted into a mine layer at a cost of ;^30,ooo, has
been completed. The Japanese cruiser Ikoma has paid us a
visit and her ofiicers, together with the Japanese Ambassador
and other notable persons, have been entertained by Admiral
Sir Charles Drury, the Commander-in-Chief at the Nore.
Invitations were also extended by the Mayor to the members
of the Corporation and the principal residents to meet the
Japanese officers at a garden party. Everything possible
was done to make the stay of the visitors a pleasant one.
A well-known officer at this port, Chief Engineer-Artificer
J. Medhurst, of the Ranger, died recently and was buried in
the new cemetery at Gillingham with naval honours, the
bearers being selected from the engine-room artificers of the
Nore Flotilla. The coffin, which was borne on a gun carriage,
was covered with floral tributes, including wreaths from the
Ranger and Pembroke and the artificer engineers of the Nore
Flotilla, and an anchor from the local branch of the Chief
and Artificer Engineers' Benevolent Association.
Sheerness Dockyard.
The Medway has almost been deserted during the month,
practically every ship having been away taking part in the
manoeuvres. Rear-Admiral Jerrara, who has been for some
time on special service with the Vice-Admiral commanding
the Third and Fourth Divisions of the Home Fleet, had
command of the Special Service Battleship Squadron, with
his flag in the Goliath. After the manoeuvres he goes to the
Mediterranean to reheve Vice-Admiral Sir George Callaghan.
The torpedo gunboat Hebe met with a mishap and returned
to her native port after an absence of several years with her
bows battered, the result of a collision in the North Sea whilst
on her way to Dundee to commence duty with Section VII.
submarine flotilla. It appears that just before ten o'clock
on the night of July ist a collision occurred ofl" Orfordness
between the Hebe and the steamship Majestic of Hull, the
stem of the gunboat coming into contact with the port side
of the steamer near her foremast. The Hebe, when she backed
away from the steamship, was taking in water so fast that it
was feared at first she wouki sink, but she managed to steam
here unaided. When taken into dock it was seen that the
damage extended from the forecastle deck to the keel, and
the stem and several feet on both port and starboard side will
have to be rebuilt. The destroyer Waveney also came in to
have a leak in her sheU room stopped, but the repairs only
took a couple of days. The torpedo gunboat Leda, which
is employed under the Admiral commanding the Coastguard
and Reserves, has left after having been in port for a fort-
night, during which she was dry docked. The three vessels
of the F'lrst Destroyer Flotilla were got out of hand early in
tlie month, the last to leave being the Tartat. Her refit
included the strengthening of her armament from three
i2-pounder quick-firing guns to five, the two additional guns
being mounted amid.ships. At the time of writing the three
submarines, Ci, C3 and C4 are still in hand. The special
.service vessel Magnet arrived on July 13th from Portsmouth
with six horse boats in tow. which are for use during the
Army manoeuvres. She took back with her two large air
cylinders which were brought here for use at the salvage of
Submarine Cli. It has been announced that the floating
dock which is under construction for the Medway is to be
completed by the end of September of next year. Mr. Chat-
ten, of this yard, the electrical fitter apprentice who obtained
the highest marks at last year's examination of the Dockyard
Schools, has been awarded the Admiralty scholarship in
electrical engineering. He will go to the Royal Naval College,
Greenwich, for a year's stuily and will receive ;£40 a year and
the pay of a hired electrical fitter. Probably he may remain
two years, as the scholarship may be extended at the discretion
of the Admiralty.
Pembroke Dockyard.
It was anticipated tliat tlie cruiser LHoiide wouki have been
launched during the first week of July, but the event did not
take place until the end of the third week. Lady Williams,
wife of Sir Osmond Williams, being the lady invited to name
the vessel. The postponement was so as to enable the
engineer contractors to complete boring out for the propeller
shafts and ship the shafts and propellers before the launch.
It was not, however, found possible to ship the latter and
this will be done while the vessel is in dock. The keel plates
of the Barrosa, the first of the two new cruisers to be com-
menced here during the current year are to be formally laid
on the blocks in No, s shp on July 27th (I am writing before
that date). The vessel will be sufticiently advanced to
afford employment to the men now engaged on the Blanche
when that vessel leaves for her steam trials during August.
The Blanche has been docked for the examination of her
underwater fittings and to have her bottom cleaned and
coated preparatory to the steam trials. She is to be com-
missioned in January and both she and her sister the Blonde
are to be attached to the Nore Command for manning on their
being passed out of hand as ready for active service. We are
rapidly speciaUzing m the construction of the new type of
unarraoured cruiser of the Boadicea class. The first, the name
ship, was laid down in June, 1907, and commissioned in June,
1909, just twenty-four months. The second, the Bellona,
laid down in June, 1908, was commissioned in February last,
a gain of four months. .-Vs to the Blanche and Blonde, laid
down respectivelv in April and December, 1909, it is not
hkely that the former will be completed in less time than the
Bellona, although it is quite probable that the Blonde may
be ready in about eighteen months. The torpedo gunboat
Sharpshooter arrived on July 2nd in a leaky conditon, and
was dry docked, but the damage only took a couple of days
to put right. A wireless message was received from the
gunboat that she was leaking. The only dry dock was occu-
pied by the Blanche, which was being prepared for her steam
trials. ' The work of repacking the glands on the propeller
shafts, which had been opened out for examination, and con-
necting up and closing down the valves on the other openings
was completed in a couple of hours and the ship was undocked
before the Sharpshooter arrived, -\nother vessel, the cruiser
Gralten, came in on July i6th in a somewhat crippled con-
dition, six of her ventilating fans having broken down.
The destroyer Foyle, which has come round from Devonport
for refit, is a comparatively new vessel, having been com-
pleted five years ago. The destroyer Avon is still in hand.
Pembroke Dock has been quite busy during the past month,
and never before has there been such an assemblage of war
vessels. Altogether there were about thirty submarines here
with their attendant vessels.
Nav.\l, Mercantile Marine and General Engineering
EXHIBITMN. — This Exhibition, which is to be held at Olympia
Sept. ist to 26th, is being looked forward to by the pro-
moters and intending exhibitors with pleasant anticipation.
The space has been allotted to an extent which gives every
hope of a successful Exhibition, and among the names of the
firms who have booked space there are many who were not
represented at the former similar show, while the preponder-
ance of former exhibitors gives evidence that the last Exhibi-
tion was productive of good to those who spent money, tinie
and labour in displaying specimens of their manufacture. We
note that Saturday, Sept. 17th, is specially set apart for a
visit from members of the Institute of Marine Engineers,
when papers will be read in the Pillar Hall during the
evening, and visitors are invited to attend.
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
13
NEW JAPANESE ARMOURED CRUISER
" IBUKI."
THE fact that the Ibuki is officially designated
an " armoured cruiser " is the sole excuse for
including her under the same heading as the
Aso, Iwate, and the rest of the . cruisers proper.
For all intents and purposes she is a battleship pure
and simple as much as our own Swiftsures are, since
she mounts heavier artillery, is better protected, and
only steams a nominal 22 knots. However, as an
"armoured cruiser," she has joined the Japanese
fleet, and as such we propose to deal with her.
In actual fighting value she is on a par with the
Queen, Duncan, Mikasa and Deuischland classes —
sijuadron. As, however, they mounted nothing
heavier than the 8-in. gun — except the Kasuga, which
had a lo-in. piece forward — their utility as line ships
was not of a high order. The two Ibukis, however,
possess the essential 12-in. guns for long range
action, and that extra turn of speed which has been
proved to be so necessary for bringing the enemy's
rear into battle under pursuing tactics.
Peculiarly enough it is only in the British, Japanese
aud German navies that the necessity for the "cruiser-
battleship " has been realized ; other nations have
confined themselves to the battleship and Scout types
as fulfilling all the requirements of modern naval
warfare — apart from torpedo craft, of course — and yet
the need for " Invincibles," " Ibukis," and the like seems
obvious. Speed is essential for successful tactics, but
The Ibuki.
possibly superior to the lot, being a more modern
ship, and therefore possessing those up-to-date
internal fitments which do not show on paper, but
possess a very real war value. In design she is a
natural evolution of the preceding Tsuhaha class, of
which the Ikoma is now on a visit to English waters.
Upon a displacement of roughly 1000 tons more, she
carries eight 8-in. guns in double turrets upon the
upper deck instead of twelve 6-in. in casemates, and
steams \\ to 2 knots faster. That the extra displace-
ment has been utilised to the utmost is evident, and it
speaks well for the construction staff that such an
excellent all-round warship could have been designed
upon smaller dimensions, and only twenty tons more
legend displacement than our Minotaur class, which
should have the same fleet functions.
It will be remembered that during the Russo-
Japanese war Togo utilised all his armoured cruisers
as battleships, grouping them together as a fast wing
in actual practice the service speeds of contemporary
battleships will be all in the region of 19 knots.
Thus the raison d'etre of a fast wing squadron
becomes almost a postulate. But what is going to be
sacrificed in order that this extra turn of speed may be
attained ? Either protection or armament must
suffer, and of the two the curtailment of offensive
powers seems to be generally acknowledged as the
best way out of the difficulty. It must always be
remembered that a cruiser can only be a cruiser so
long as she possesses the requisite speed, and for this
reason she cannot afford to court battle with an enemy
strong enough to damage her sufficiently to affect her
steaming powers. But if your cruiser has a 7-in. belt
like the Ibuki, as well as 12-in. guns, she can stand a
lot of hammering without vital damage, and then if
her metier as cruiser is lost owing to loss of speed
through any reason, she still can take her place in line
of battle as a battleship pure and simple. Should
14
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
protection be curtailed instead of armament, her use
as a " battleship " would be greatly diminished. And
yet drastic sacrifices must not be made for any one
special preponderating feature in a ship — she must
have guns, armour, speed and coal. It is in the
happy mean that the successful type is to be found,
and Japan is fortunate in possessing such excellent
ships as the Kitrama and Ibnki, which promise to fulfil
all the multifarious duties of the " cruiser-battleship "
in a most satisfactory way.
From the plan it will be seen that the bows are of
the peculiar " swan " shape, such as our Adventure
class have to some extent. The exact reason for the
adoption of this shape is uncertain ; to some extent it
may be "drier," but it is certainly not as strong
as the " semi-ram " bows of our own ships. Perhaps
there may be something in the suggestion that the
differs from the original design inasmuch as these
8-in. guns are carried in four double instead of eight
single turrets. The 4'7-in. guns forming the main-
deck battery are rather unhappily placed, as tneir
command is greatly restricted. It will be noticed
that a salutary battery of 14-pounders is carried amid-
ships, there being no light quick-firing guns round
the bridges and covering towers as in British ships ;
this is probably due to the interference that might
otherwise be caused with the search -light ofierators,
the projectors being grouped round these positions.
No more vessels of the Ibuki class are being built,
as the ever-increasing size of and speed of battle-
ships has necessitated a further rise in dimensions.
Hence the Hiiki class which have followed them will
be more like our " Invincibles," although accurate
details are wanting at present.
POUrtI —
Plan of the Ihuhi.
ships will have a distinctive appearance by which the
mistaking of friend for foe will be to a great extent
militated against. In SemenofT's book, " Rasplata,"
we read how the Russians could rely upon the
similarity between the Diana and the Japanese he/ate
to help them out of tight corners at times, whereas
the Ibiiki's " swan " bows would have done much to
have counteracted the other external common features
of the ships.
The Ihuki was laid down in May, 1906, and her
construction has been somewhat delayed owing to
various reasons — financially to some extent, but
mainly through a desire to complete the re-construction
of the captured Russian ships.
~She is fitted with American Curtiss turbines, and
the full account of her trials will for this reason be of
interest, as with the exception of the U.S. Noi'th Dakota
she is the only large warship to be so equipped. It
will be remembered that our Bristol (" Town " class)
is being experimentally fitted with this type of
turbine. The Miyabara boilers are of the small tube
variety, the utility of which has been severely
questioned in many quarters.
A word as to the secondary armament of the ships.
There has been a rumour going the round of the
Press that the 8-in. guns have been taken out and
two i2-in. substituted instead. This we can emphati-
cally deny ; the ship is as here shown, and only
1'articulars of the "Ibuki" Class.
Builder. Laid doKm. Completed-
Yokostika .. August, 1905 .. igog
Kure . . May, igo5 . . 1909
14,620 tons
Length, 450 feet (Water-hne).
Beam, 75 J feet.
Draught, 26 (mean).
Four 12-inch in 7 turrets.
Eight 8-inch in 6 turrets.
Fourteen 47 inch in 5 inch batter)'.
Four 14-pounders.
Four submerged and one stern above water torpedo
tubes.
Belt, 7 in. amidships, 4 in. fore and aft.
Armour deck, 2 in. Conning towers. Sin. fore, 6 in. aft.
Kurama two sets reciprocating, two screws.
Ibuhi Curtiss turbines.
Miyabara boilers, designed H.P., 25,000 = 2i'25 to 22 knots.
Coal : 600 tons normal, 2,000 tons maximum.
Electric hoists to :2-in, and 8-in. guns.
Complemeiil : 817.
Name.
Kurama
Ibuki
Dtsplacetnent :
Dimensions :
Armament .
Armour
Machinery .
The new Cunarder Franconia was launched on the 23rd
July, at Messrs. Swan, Hunter, and Wigham Richardson's
yard, Wallsend-on-Tyne. Her principal dimensions are : —
Length, 625 ft. ; breadth, 72 ft ; depth, 90 ft. from top of
houses to keel ; gross tonnage, 18,000 ; displacement, 25,000
tons ; height of funnels, 140 ft. above lowest furnace bars ;
diameter of funnels, 17 ft. 6 ins. ; height of masts, 200 ft.
above the keel.
Messrs. Mosses & Mitchell, of Golden Lane, have
admitted Mr. John Wood, junr., as a partner in their firm.
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
15
REPORT ON BURST STEAM PIPE.*
THE following report of an interesting case of the
bursting of a copper main steam pipe, illustra-
tions of which are appended, may be of service
and interest. Unfortunately, the explosion was
attended with the loss of five lives, and, but for the
resources and skill of the chief engineer, the possible
loss of a large steamer and valuable cargo might also
have been recorded.
The accident occurred to the Southern Pacific Co.'s
steamer El Alba, of New York, 4,614 tons gross
register, on April 23, 1910, shortly after leaving
Galveston, Texas, while on a voyage from Galveston
I was associated with Mr. Wilson — the non-exclusive
Surveyor for the American Record Classification
Society — in making a damage survey on this case.
Temporary repairs were effected at this port, and the
vessel subsequently reached New York.
The pipe was in the fiddley of the after stokehold,
the opening was 33 inches in length by 17 inches in
width, the pipe has an elbow bend, is n inches in
diameter by 15 feet in length, and lap brazed ; the
thickness of the copper at the fracture varies between
■305 and -315 inch; the fracture runs parallel, and is
close to the brazing. The metal along the line of
fracture is very crystalline in appearance. The chief
engineer — who has been in the ship since she was
built — stated that the main steam pipes had not been
to New Y'ork. After the accident the main engines
stopped, as the burst pipe was in the main line of
piping between the engine stop-valve and the branch
pipes from the three main boilers. The chief engineer
and his assistants drew the fires and set to work to
rig up a temporary pipe in order to enable the vessel
to reach a port ; they disconnected three 3-inch ash
hopper pipes, made some alterations in the lengths
without having recourse to brazing, put iron flanges
over the flanges of the main steam pipes, connected
up the 3-inch pipes and raised steam ; the vessel made
about three knots and was enabled to reach the
entrance to the Mississippi River, where she got in
touch with the pilot, and, with the assistance of tug-
boats reached New Orleans.
•Contributed by Mr J. M Buchanan (member) to the
Institute of Marine Engineers' August issue of Transactions.
annealed since they were made (about nine years ago).
I suggested to Mr. Wilson — Classification Surveyor —
that he make the recommendation as a condition of
class that all main steam pipes be annealed and tested,
and as a further safeguard, although not a condition
of class, that iron bands be fitted on the main steam
pipes, spaced about three or four inches apart.
Messrs. Irvine's Shipbuilding and Dry Docks Co.. Ltd.
have recently established a City office- at 35, Bucklersbury,
and have appointed Mr. Francis F. Hill. M.I.N..^., their sole
representative in London.
Lloyd's Scholarship. — The Lloyd's Scholarship this
year, in connection with the Institute of Marine Engineers,
has been awarded, as the result of examination, to Mr.
J. W. Boyle (Graduate), of Forfar, at present serving his
apprenticeship with Messrs. Rankin & Blackmore, Greenock.
He will take up his studies at Glasgow University during the
forthcoming session. The Scholarship is tenable for two
years, and is £c,o per annum.
i6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
NOTES ON A BOILER EXPLOSION.
IN dealing witli the above subject it is not my intention to
go scientifically into the subject or to propound any new
theory, but it struck me that the plain facts recorded
may be of some use to those in charge of steam boilers.
The explosion to which I shall refer took place in the Esse-
quibo river of this colony at a point about lOO miles from
Georgetown, in the interior, on April 9, 1907. A very unfor-
tunate affair, as a properly certified assistant superintendent
engineer had been appointed to this station only four months
before.
Description of Boiler. — The boiler was in use on a launch,
60 ft. long, 10 ft. beam, single cyhnder, high pressure engine,
the boiler single ended marine return tube, 6 ft. in length over
front and back plates, 3 ft. 8 in. external diameter, single plain
furnace tube 4 ft. 9 in., over all in length and 22 in. internal
diameter with return tubes 2 in. external diameter, and 4 ft.
long. The boiler was formed by a single steel plate ^ in.
thick and jointed by one longitudinal doublet riveted lap seam,
rivets |in. diameter, 2\ in. pitch placed zigzag. The front
and back plates were braced by two stays, i J in. diameter, the
combustion chamber was secured to the shell m the ordinary
way by screwed stays. The working pressure was 100 Pis. per
square inch, and the fuel used was wood.
On the day of the explosion the launch left Rockstone with
two boats towing alongside ; in one of these one ton of gun-
powder formed part of the cargo. When information was
received of the accident, it was immediately surmised that
a spark from the funnel must have fired the gunpowder.
Three men lost their lives, the captain, engineer and fireman ;
fortunately there were only seven people on board on this trip.
Sometimes there are as many as fifty passengers. It hap-
pened so suddenly and with such terrific violence that no
coherent account could be got from the survivors.
The wreck was raised and brought to Rockstone to settle
the doubt whether it was the boiler or the gunpowder. Tt
proved to be the boiler and the damage done may be seen from
the accompanying photographs which were taken by myself.
On examining the boiler I found the interior in first-class
condition, no corrosion worth mentioning was to be seen, so
it was evident that the explosion was not due to wasting of
the plate.
As the photograph shows, the shell plate was rent from front
to back and likewise in the two circumferential joints, throw-
ing back the shell plate outwards and downwards on the star-
board side of the launch, at the same time forcing the boiler oif
its seat and turning it about a quarter towards the port side.
From examining the edge of the plate I concludetl that the
direct cause of this explosion was a fracture in the shell plate
along the longitudinal lap seam on the port side of boiler,
because the edge of the plate showed two distinct forms of
fracture, the inner part clean cut and the outer ragged, which
pointed at once to grooving or nicking. The plate was not
wasted, the full thickness measuring up to the fractured edge,
caused no doubt by the indirect straining that exists at lap
joints, owing to the tendency of the internal pressure to make
the boiler assume a perfect cylindrical form and the varia-
tions of pressure to cause the groove or crack to develop more
or less rapidly.
The iletection of a defect of this kind would be extremely
dirticult, as the size of this boiler was too small to allow any
visual examination to be made. In this particular case there
is a probabihty that in the first instance the caulking tool
hasteiu-d tlie grooving by nicki!ig the plate (see Sketch No. i).
In the middle of the longitudinal fracture the groove had
pcnetratetl through the ])late
iV, in., graduidly narrowing
towards both ends (see Sketch No. 2), the middle ol the rupture
being bulged outwards.
Taking the longitudinal seam as a girder su])i)orled at each
end with a load evenly distributed, naturally any movement
cau.sed by internal pressure would be greatest at the centre,
which would account for the ruptured edge being bulged and
likewise causing it to be tlie first point to give way. Once
that part of the shell plate had been separate<l, it is eas}' to
conceive how the initial fracture was contimie<l through the
other parts of the shell by a pressure that would be insuffi-
cient to start the rent. The expansion of a volume of steam
at a high pressure from a large body of water at a high tem-
perature would force the plate forward with great force, flatten-
ing out the shell plate as shown in the photograph, causing
the rupture to pass through front and back plates, shearing
plate, rivets and rivet holes according to the position of the
line of least resistance.
Testing. — At the sub.sequent inquiry there was much con-
tention as to the value of the hammer test and the hydraulic
test, the majority leaning towards the hydraulic. I should
be pleased to know the members' opinion on this. I contend
it is quite possible to pass a fracture of this sort relying on the
sound given out by a blow of the hammer ; if the crack is not
quite through it will scarcely affect the sound given out (see
Sketch No. 3).
I have about thirty land and marine boilers under my care,
and in the workshops, which we claim to be the largest in
this part of the world, we undertake repairs to boilers, ma-
chinery, etc. It happened that two boilers of a well-known
water-tube make belonging to an outside company were placed
in our hands for repairs. Grooving was suspected in the upper
or steam drum ; this was discovered by the engineer-in-charge
when attending to some valve at the top, having felt a leak ol
'Contribuleil to the Institute of IVlarine Engineers by Mr.
C. J. Maggs (Member), Demerara. June issue of Transactions.
steam blowing against his leg. The boiler was shut off, orders
were placed with us to caulk the leak, the hydraulic pump
was applied to locate the spot. When full pressure was ap-
plied not a sign of leak showed itself ; the engineer-in-charge
then struck the plate with his hammer. Immediately a thin
sheet of water escaped through the plate at the edge of the
lap joint and disclosed the groove or crack ; this sounds very
peculiar but it is true (see Sketch No. 4). This was repaired
by a double butt strap after cutting away the fractured lap
edge.
In the case of the second boiler (tliey were side by side)
the same defect was found and treated in a similar manner ;
both boilers are working at the present day.
In consequence of these occurrences I submit that individu-
ally the hammer or hyilraulic is not a reliable test, but
should be apjilied together, rapping tlie plate with a hammer
at intervals as the pressure is increased. This applies more
to small boilers where the dimensions are not sufficiently large
for a man to get inside to inspect them.
This explosion referred to was the third of a series which
took place in this colony within a short period, the first being
a vertical boiler u.sed in a rice mill, tlie second a locomotive
boiler. 'Ihe age of tile launch boiler was eleven years.
August, iqio.
THE MARINE ENGINEER AND NA\ \l, ARCHITECT.
17
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i8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
IMPROVED VERTICAL TURBOFAINfS FOR
FORCED DRAUGHT ON SHIPBOARD.
THE 50-h.p. seven-stage vertical turbo-fan, which
we illustrate, is one of eight designed by the
Kerr Turbine Company, of Wellsville, N.Y., for
supplying forced draught to the boilers of the United
States torpedo-boat destroyers Sterrett and Perkins.
These turbo-fans operate at a maximum steam pres-
sure of 265 lbs. and non-condensing against 5 lbs.
back pressure. The fans, of the American Sirocco
type, are placed to take air from the outside through
funnels on the deck and discharge it into the fire-room
through adjustable cone-shaped casings. Two fans,
each operating at 1,655 r.p.m., deliver 40,000 cubic
feet of free air per minute into each engine-room,
maintaining within a pressure equivalent to four
inches of water.
The installation arrangement is shown in the line
diagram. The turbines are made right and left and
are arranged in pairs, one pair delivering into each
fire-room. One unit is bolted directly on to vertical
stanchion on each side of the boiler. It is evident
from the diagram that the space restrictions are quite
severe. Small diameter of the turbine is an important
requirement, and this was made possible, without
reducing the power below the desired limit, only by
using seven rotors, each twelve inches in diameter.
The use of many stages with light rotors of small
diameter in these turbines also overcomes trouble
from gyroscopic action better than using fewer rotors
of larger diameter. Experience has shown that in
marine work the gyroscopic action of large heavy
turbine wheels, running in a horizontal plane and
with bearings close together, subjects the bearings to
heavy side pressure as the boat rocks.
The effect of gyroscopic action is made negligible
with the smaller wheels, and is further minimized in
these Kerr turbines by the comparatively long dis-
tances between the bearings.
Kerr turbines have met with great favour for
driving electric generators on shipboard and for
driving marine auxiliaries, because of their economy,
compactness, reliability and the absence of oil from
their exhaust. A turbine is always clean in appear-
ance and seldom requires attention. The test economy
is maintained indefinitely, as there are no internal
parts to rub and wear. This is of special advantage
in driving fans and pumps, where the grinding of dirt
and cinders on the rubbing surfaces of a reciprocating
unit would render more attention necessary.
A NEW TYPE HIGH-SPEED BOAT,
v
TiRY interesting trials have just been carried out on
the Thames with an entirely new type of boat, which
is the outcome of a large number of model experiments
whicli Sir John Thornycroft has been carrying out during
the last twelve months.
Much has been heard of the exceptionally high speeds
attained by the modern hydroplane type of boat, but until
now no practical seaworthy craft has been produced utilizing
this principle. Nearly forty years ago, when Mr. Ramus
first approached the Admiralty with his hydroplane (which
he then called his polysphenic, or many-wedged ship), Sir
John Thornycroft was experimenting with boats intended to
skim on the surface, but at that time there was no machinery
light enough to enable the principle to be practically appUed.
The developnient of the motor engine has made it possible
during the last year or two to make hydroplane boats rise
out of the water and skim along the surface. The difficult
problem, however, has been to produce a form which is
sufficiently like an ordinary boat to run without undue
resistance' at moderate speeds, and when going at high speed
in rough water to be equally seaworthy as an ordinary boat.
This result has, however, been achieved in a most satis-
factory way in this design ; the boat, when seen at rest,
would appear in every way to represent a good wholesome
type of rather beamy boat, and when running at moderate
speeds it is still difficult to see anything unusual about her.
However, as soon as she gets up to a high speed, it is seen
at once that there is a curious section given to the bottom
of the fore body, which section dies away amidships, where
there is a sudden change of form, the lines of the after part
of the boat being quite hollow and terminating in a flat form
August, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
19
of stem, which is sUghtly wider than the section a little before
it. The effect of this ' form is that the boat very readily
rises up right on to the surface of the water, only touching
it on a small area amidships and again just at the stern, so
that skim friction and wave-making are almost entirely
eliminated, while at the same time there are no Hat places
in the bottom of the vessel, which would be liable to be
damaged in rough water when the boat was going at high
speed from wave to wave.
The boat, which has been tried on the Thames, has been
named the Miranda IV., one of the very first of Sir John
Thornycroft's boats, which made a record performance about
thirty-five years ago, being his first Miyanda. The present
vessel is only 26 feet long, and has proved herself capable of
a speed of well over 30 knots with five passengers on board.
Enquiries will naturally be made as to how far it is possible
to apply this principle to large vessels ; unfortunately there
is not the least chance of ocean Uners being able to skim,
but it is tliought quite possible that for the smaller vedette
boats, and, for certain purposes, small passenger vessels
might be built utihzing the principle.
REVIEWS.
Experimental Applied Mechanics for Technical Students.
Hy [anu;-, I.. Maxim. 15. Sc. Lon.nnians, Green & (.'0.,
London, New York, Bombay and Calcutta. Price 2/-.
This is a small treatise on applied mechanics containing
176 pages, and has been specially written owing to the fact
that the Board of Education has recently revised the syllabus
of applied mechanics, and in view of such revision the present
appears to the author to be an opportune time for issuing a
laboratory book of this nature. This book has been wTitten
by a teacher for students particularly with reference to the
line of development of technical education as indicated in
the syllabus above referred to. It is clear that the main
object of the author is to instil into the mind of the student
that he must learn mechanics by his own observation and
not by what he is told or what he reads, and in this way
will not only train his mind to ascertain the effects by direct
experiment,' lint to deduce the principles on which the results
are based so that he becomes fully acquainted with the
.\ new type of High-Speed Boat.
Messrs. Smith, Major & Stevens, Ltd., of Battersea,
have found it necessary, owing to their growing needs, to
provide new works, which are now in course of erection at
Northampton.
Turin E.xhibition. — During next year, an Exhibition is
to be held at Turin similar to that now being held at Brussels.
The Royal Commission for the promotion of British interests
in connection with Exhibitions desires that attention be
called to the advantages of such, and we take this opportunity
of acceding to the wish expressed by this department of the
Board of Tr,Tde.
OUR ANNOUNCEMENT,— The 33rd annual volume
of " The Marine Enguieer and Naval .\rchitect " begins
with this issue, and affords a favourable opportunity for
intending subscribers to send in their names. They are
respectfully referred to the form printed on page x-xii., which
should be filled up and sent to the office at 3, Amen Corner,
London, E.C. The annual prepaid subscription is 7/6,
including postage, sent direct from head office to any address.
The 32nd volume, tastefully bound, is now on sale. 486
pages of good reading matter, price 7/6, or by post securely
packed. United Kingdom and Canada, 8/- ; other countries,
8/6. Binding cases may now be obtained from the pubhshers,
price 1/6, carriage 3d. extra. A complete index to volume
xxxii. is presented with this number. We shall be pleased
to undertake the binding of readers' parts in publishers'
cases at 2/6 per volume. Prices for other bindings quoted
for on apphcation. Back numbers in stock.
actual theories of the formulae he has to work with,' and thus
obviate the rough and ready methods of rule-of-thumb
procedure. The book is divided into ten sections, as follows :
Mathematical Introduction ; Statics : Friction ; Simple
Machines ; Transmission and Conversion of Motion ; Pro-
perties of Materials ; Dynamics ; Work, Energy and Power ;
Hydraulics, or the Mechanics of Fluids ; Roof Trusses,
Bridges and .\rches. Many of the experiments outlined are
illustrated by diagrams showing simple apparatus, which
the student himself can construct and experiment \vith in
such a way as to appreciate the various factors in any par-
ticular problem. Each section is provided with a set of
practical test examination questions, which the student can
work out as a test of his knowledge of the substance included
in any section. A short appendix includes tables of useful
numbers in relation to mensuration, properties of materials,
gauge numbers, coefficients of friction and tables of logarithms.
We strongly commend the book to students who really want
to carry out their training in a thoroughly methodical and
scientific manner. We congratulate the author upon the
conciseness of the matter presented.
Steamships and their Story. By E. Keble Chatterton.
Price 21/- nett. London: Messrs. Cassell & Co., Ltd.
Messrs. Cassell & Co., Ltd., have recently published
" Steamships and their Story " by the author of " Sailing
Ships and their Story " published last year. The story of
the ship is taken up from the time when the picturesque
sailing ship had, owing to the demands of time and reliabihty.
20
THE MARINE ENGINEER AND NAVAL ARCHITECT.
.August, iqio.
to give place to the steam-propelled vessel. The period
occupied by steam propulsion and its development covers
about one hundred years, and in that time great changes have
taken place, and in the history of ships of any kind there
is nothing comparable to the revolution which has taken place
(luring this time. Consequently the story of the steamship is
just a's fascinating as that of the sailing ship. The plan on
which the author has worked has been to give the historical
continuity of the steamship from the most reliable and
authoritative material obtainable, and to show in plain
non-technical language how the steamship idea began ; how
it developed, and the principles underlying the building and
working of the steamship. The volume will be found of
the greatest interest, not only to those connected with
maritime matters, but also to the general reader, who will
find everything he could wish to know about steam vessels.
The booic is printed on good quality paper, contains 340
pages, with mj illustrations, a frontispiece in colour by
Mr. Charles IJi'xon, and is well bound. The illustrations
will be found very interesting.
Die deutsche Schiffbauindustrie. By Dr. Josef Neumann.
Leqjsic ; Dr. Werner Klinkhardt.
This is a volume of about 190 pages dealing with shipbuilding
in Germany from an economical aspect. It shows the devel-
opment of "the industry from the yards of the ship-carpenters
of the wooden ship era to the large yards devoted to the
construction of the enormous steamers of our times. The
author deals largely with the organization of the workmen
and staffs, their position and remuneration.
CATALOGUES.
The Skefko Ball Bearing Co., Ltd., concainiug, in a well
got up catalogue, pnrticulars of their self-aligning ball bearings.
Messrs. C. E. Lugard & Co.— The " Pillow " tlexible coupling.
The Cowper-Coles Galvanizing Syndicate, Ltd., relating to
their cold regenerative gahanizinK Jirocess.
Messrs. J. W. Brooke & Co., Ltd.— Extracts and letters
on the Brooke motors, arranged in a dainty pamphlet.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
(Fio7n our Owit Coiiespondent.)
Wages Advance. — The wages agitation, which has been
proceeding amongst various branches of Clydeside artizans,
and which, as far as local associations were concerned, were
partially set at rest by the pledge on the part of the Federation
employers to concede an advance of a farthing per hour or
a shilling a week on September 7th — has now apparently been
further solved by the result of a central conference held at
York on July 15th. The whole question has been much too
compUcated, and the situation has varied too frequently, to
render it possible to trace the movement in a monthly state-
ment ; but the position as left by the York Conference may
now be summarized. The Clyde reference on wages
consisted of the appeal of the engineers against the
refusal of the North-West Employers' Association to
concede to them an immediate advance of a farthing
an hour, or a shilling a week. The employers offered
the advance, but stipulated that it should not take
effect until the first week in October. There were repeated
adjournments in order that the parties might consult the
local representatives. The representatives of the men held
out in the end for a concession of the advance on the same
date as the advance conceded to the minor trades, viz.,
Sei)tember 7th. The representatives of the employers
adhered, on the other hand, to their offer of an advance in
the first week in October. Ultimately on a compromise being
suggested, they slightly modified their attitude of reluctance
to give way and, apparently to the general satisfaction,
agreed to make the increase effective on September 21st.
This, then, became a mutual recommendation from the
central conference to the local associations of employers and
employees and the districts of the trade unions. It is hoped
and believed that local feeling may accept this .solution of
the disturbing wages unrest.
Work and Play. — -Most of the large industrial estabhsh-
ments in and around Glasgow and the Clyde closed down
their works on July 15th for the annual " Fair Holidays."
under conditions of more than normal prosperity. Two of
the leading industrial establishments, at least, Messrs. Beard-
more's huge works at Parkhead and the Steel Company of
Scotland at Blochairn, suspended operations in the midst
of a spell of brisk trade which limited the duration of the
holidays compared with the period granted in duller years.
The heavy demand for ship-plates, forgings and castings, etc.,
recently has kept both establishments going briskly. Messrs.
G. & J. Weir, of Cathcart, and a number of other engineering
concerns have had to extend the hohday period they had
fixed upon, at the workmen's earnest request. To the workers
holidays in these circumstances have, in all likelihood, proved
more enjoyable, since their minds would be free from concern
as to the prospects of steady employment when they returned.
New Work. — While the period since last month's notes
were penned has been ordinarily fruitful in launches and trial
trips — torpedo destroyers figuring somewhat •prominently —
the fresh contracts placed have been few and unimportant.
The new orders of most note were those secured by Messrs.
Caird & Co., Greenock, for two large intermediate steamers
for the Lund Service of the P. & O. Co. Competition for
these vessels was somewhat keen.
The London and Glasgow Shipbuilding and Engineering
Company, Ltd., Govau. who have now most successfully
put through all her trials — with the exception of a two hours'
test under weather conditions at sea — the 27-knot destroyer
Rattlesnake, are in the thick of extensions and reorganization
of their works which, when completed, will render them
thoroughly up-to-date as a naval shipbuilding and engineering
establishment. On the ground acquired by the Company some
time ago, which was formerly the shipyard of Messrs. Robt,
Napier & Sons, and, therefore, the site upon which many
notable vessels were brought into being, they are laying
out new building berths and workshops, as well as construct-
ing a tidal basin for the outfitting of naval as well as mer-
cantile ships. Hitherto the vessels from their stocks have
been accommodated, not without much inconvenience and
risk, on the river alongside the yard. One building berth
is being provided which will be capable of accommodating
vessels of the largest dimensions and heaviest tonnage now
built. It will have a length of 700 ft., and be suited to vessels
of 80 to 100 ft. beam. Concrete and timber piling are being
largely used for foundation work. The berth is disposed
obliquely to the line of river, and in such a way as to afford
good launching run. The tidal basin is to be 750 ft. long by
270 ft. at the mouth. It will have a depth of water equal to
29 ft. at the lowest tides, and thus conform to Admiralty
stipulations as to vessels of the largest size being always
kept afloat while fitting out. Crane accommodation will, of
course, also be a feature at the new basin, but the nature
of this is meantime undecided. At the present time, also, the
London and Glasgow Company are busy increasing the size
of their engine shops to about double the previous size. The
extension consists of a fine shop, to be devoted entirely to
erection work, also an extension of about double the original
size of the machine shop. In these shops there will be
installed new plant in the form of planing, turning and other
tools, to deal with engine work of the largest class ; and
included in the plant are special lathes for turning the rotors
and other parts of turbine engines. Most of the new tools
are being made by Messrs. Thos. Shanks & Co., and other
machine tool makers. Johnstone. The steel constructional
work of the new shops is by Messrs. -A. & J. Main and Arrol's
Roof and Bridge Co., Glasgow. The contractors for dock
construction, etc., are Messrs, Kinnear & Moodie, Ltd.,
Glasgow.
Proposed "Dreadnought "Dock. — The proposed new graving
dock tor the Clyde was referred to on July i ith at the meeting
of the Glasgow Chamber of Commerce, and some misappre-
hension seems to exist as to the precise position of affairs as
regards the .scheme. .\t the beginning of last year the
matter was remitted to a special committee of the Clyde
Trustees for consideration and report. Tentative plans for
the construction of additional dock accommodation and a
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
21
large graving dock, measuring approximately looo ft. by
100 ft., on the Trustees' land at Renfrew were prepared
several months ago, and, as a matter of courtesy, the plans
were submitted to the Admiralty. In returning the plans
the Admiralty stated that the dimensions and sight were
likely to be suitable for their utmost requirements. The
scheme is still under the consideration of the special com-
mittee, and nothing further will be done until the committee
submit their report to the parent body, which is likely to take
place about a month hence. If the Trustees then approve
of the plans and decide to go ahead with a scheme, a Pro-
visional Order will be promoted. .\t the Chamber of Com-
merce meeting referred to, it was made quite clear that
Clovcrnment aid in constructing the dock would not be forth-
coming. Liverpool has decided to build a "Dreadnought"
dock without Government assistance, and the president of
the Chamber stated that it was quite certain the Clyde would
have to follow the Mersey's lead if it was to keep its place
as a shipbuilding centre for Government "Dreadnoughts."
The proposed scheme for utilizing the Clyde Trust ground at
Renfrew provides for the construction not only of a graving
dock of the largest dimensions, but also of a large tidal basin
and wharves and warehouses and up-to-date loading and
unloading facilities.
Messrs. Barclay, Curie & Co., Ltd., Whiteinch, on July
7th, launched the twin-screw steamer Rursk of :o,ooo tons,
built to the order of a London firm for Russian owners.
She is designed for passenger and emigration trade, and has
been constructed to Lloyd's highest class. The berth vacated j
by the Rursk is now being occupied by a steamer for the
British India Steam Navigation Co., and Messrs. Barclay,
Curie & Co. are in the unique position of having all their
large berths occupied by work for the British India Steam
Navigation Co.
Messrs. Yarrow & Co., Ltd., Scotstoun, have now put
through her official full-speed trials the torpedo-boat
destroyer Sergipe, the last of the ten destroyers ordered by
the Brazihan Government. The contract speed of 27 knots
— the vessel carrying a load of 100 tons — was easily exceeded ;
the speed obtained being 27 '676 knots on the measured mile,
and 27-605 knots during a continuous run of three hours.
The first seven vessels are now in commission in Brazil, the
eighth and the ninth, after being handed over to the Brazilian
authorities, left the Clyde on July 6th. The dimensions of
the Brazilian destroyers are : — Length, 240 ft. and beam
23 ft. 6 in. Each vessel is propelled by two sets of four-
cylinder reciprocating engines of 8000 horse power collectively
balanced on the Yarrow, Schhck and Tweedy system. Steam
is supplied by two double-ended Yarrow boilers of the latest
tvpe.
' Messrs. John Brown & Co., Ltd., Clydebank, have now to
their credit on the Harwich-Hook of Holland service of the
Great Eastern Railway Co. three turbine-propelled steamers.
These are the Munich, the Cnpenhagcu and the St. Pcteysburg,
the latter having been put on her station so recently as the
beginning of July. The propcUuig machinery of the vessel
consists of Parsons marine type steam turbines driving
triple screws. Like all the boats in this service, the St.
Petersburg is fitted with apparatus for wireless telegraphy
and submarine signalling. Although swift, short passage
vessels, thev have accommodation for first-class passengers
similar to that provided on a modern Atlantic hner.
Glasgow Branch of Navy League. — A meeting was held in
Glasgow on June 23rd to estabhsh a branch of the Navy
League in the city. The Earl of tUa.sgow presided, and
amongst those pres'ent were Sir Matthew Arthur, Bart., Mr.
Paul Rattenberg. LL.D., Mr. Arthur Kay, Col. Jas. Smith
Park, M.V.O., Col. R. E. Aitken, and Mr. Henry Andrews,
secretary for the branches. Mr. Henry Andrews, in the
course of a brief address, said that the objects of the League
were, firstly, the education of the people as to naval affairs,
and secondly, the practical training of lads for sea. Col.
J. Smith Park moved that they approve of the establishment
of a branch of the Navy League m Glasgow, to be called the
Glasgow and West of Scotland Branch. He said his chiet
reason for suiiportmg the Navy League was not so much that
it afforded opportunities for the training of lads for the sea,
but because both parties in the state had, time and again,
shown a disposition to neglect the interests of the nation in
regard to the Navv. It was necessary to have such a body
as that to educate pubhc opinion, and to put pressure upon the
Government. Mr. B. E. Findlay seconded, and the motion
was adopted.
The Caledon Shipbuilding and Engineering Co., Ltd.,
Dundee, have received an order from the Straits Steamship
Co., Singapore, to build a steamer for their passenger and
cargo trade. The new vessel, which will be the fifth biult
by the Caledon Company for the same firm, will measure
280 ft. long and 37 ft. broad, with a moulded depth of about
T7 ft. It will steam 1 5i knots. The Caledon Company, early
in July, received an order from Messrs. Langlands & Sons,
Glasgow and Liverpool, lor a steamer 300 ft. long, with a
beam of 48 ft. and a depth of 1 7 ft. The steamer will be built
on fine lines and will develoj) a s]Kvd of from 12 to 13 knots.
Dock Improvement at Leith and Dundee.— The Lcitli
Dock Commissioners have accepted offers by the National
Gas Engine Company for the supply of plant necessary for
the extension of the electric system in the docks. The con-
tract includes two sets of engines and dynamos and three
oas plants. The proposed construction of a harbour between
Leith and Newhaven was considered at a meeting of Leitli
Dock Commission on Julv 8th. It was agreed in the mean-
time that .soundings should be taken with the view of ascer-
taining where the breakwater should be built.
It has been remitted to the engineer of the Dundee Harbour
to report to the Harbour Trustees on the question of pro-
viding improved facilities for the repair of ships. Lord
Provost Urquhart has been repeatedly interviewed by ship-
builders stating that the equipment in the way of cranes at
the graving dock was antiquated and travelling cranes should
be provided.
TYNESIDE AND WEARSIDE.
(From our Own Coyrcspondenl.)
Tyneside.
The Naval Base Scheme.— The most prominent matter
exercising the minds of Tyneside shipping circles during the
past month has been the question of making the Tyne an
adequate naval repair base. A most prominent and influ-
ential deputation, including Sir Wilham Stephenson, Mr.
Herbert Shaw and other delegates representing municipalities
and chambers of commerce oh the North-East Coast, waited
on Mr. McKenna and urged the claims of the port, but was
met with a most uncompromising refusal. It is now fairly
evident that no further hope of action may at present be
expected, it being the official opinion that the J arrow Slake
is unsuitable. The next stage of the matter was the sug-
gestion that Messrs. Stephenson's dock at Hebburn should be
made use of by the Admiralty, as it is already used for docking
"Dreadnought "-tvpe vessels by Messrs. Armstrong, Whit-
worth. A question on the subject asked in Parliament has,
however, elicited the information that while it is suitable for
such vessels when they are carrying the coal and stores
necessary for trial trips, it would be necessary to unload a
full sea-going cargo of stores and coal in order to get into
the dock. The .\dmiralty point of view appears to be that
the floating docks already apportioned to the East Coast
are sufficient.
Messrs. Palmers' Shipbuilding and Iron Co., Ltd.— It is
reported that Messrs. Palmers are at present having a flourish-
ing time in the way of booking orders. One of the latest is
a cargo vessel of large dimensions for the EUerman Lines,
Ltd A glance at the vards from the river reveals a very
pleasant scene of activity. Progress is being made with
the Hercules, while among other vessels on the ways are a
ship building for the British India Steam Navigation Co.,
and other vessels for the mercantile marine.
Messrs. W. G. Armstrong, Whitworth & Co., Ltd. — The
! firm of Messrs. Armstrong, Whitworth have e\ery reason
to be proud of their latest vessel for the British .Admiralty,
the Newcastle, whose performance is in keeping with their
best traditions, both in the gunnery trials and speed trials.
In the latter a speed of 26-26 knots was obtained. The
Lord Mayor of Newcastle is presenting the officers' mess with
a service of plate, and Tvneside people will watch the progress
of this vessel with especial interest. It is now reported that
the firm has received an order from the BraziUan Government
22
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
for a vessel of 32,000 tons displacement, with a primary
armament of twelve 14-inch guns and a secondary armament
of twenty-eight 6-inch and 4-inch guns. It will be seen by
this announcement, made by the Newcastle Daily Chronicle,
that the new vessel will exceed m size and power any war
vessel which is at present floating or being built.
Messrs. Swan Hunter & Wigham Richardson, Ltd. —
This firm has received an order from the Cunard Co. to build
another liner, to be named the Lucoiua, and to be a sister
ship to the Fraiicoiiia. which was launched on the 23rd July.
This will further supplement the large amount of work this
firm has m hand at present.
Ship Breaking.— The North Mail reports the interesting
item that an historic British battleship, the Barfleiir, has
been bought by Messrs. Hughes & Bolckow, of Blaydon-on-
Tyne, for breaking-up purposes, and the vessel will shortly
finish her last voyage in the npper reaches of the Tyne.
Repair Work. — It is also reported that during the present
month there is a large amount of work going on in Messrs.
Smith's dock in connection with the repair of oil-tank steamers
in the way of periodic overhaul.
The Tyne Training Ship. — The Welleslev, located in the
Tyne, has now a new captain-superintendent in the person
of Lieut. Percy de Winton Kitcat. who succeeds Capt. Henry
Bavnham, who recently resigned.
Wearside.
General. — The returns for the Wear shipbuilding show a
favourable return to activity. It is reported that last month
six vessels of 15,893 tons were launched from Sunderland,
as compared with a tonnage of 14,395 in the corresponding
month of last year. In the first six months of the present
year thirty-six vessels, aggregating 97, 403 tons, have been
launclied on the Wear.
River Wear Commissioners. — The Traffic Committee of
the River Wear Commissioners evidently anticipate a further
increase of business in the near future, as they passed a
recommendation this month that an amount of new machinery
in connection with the dock equipment should be ordered.
On the 7th of July the annual survey of the river and docks
was held bv the Commissioners.
Messrs. R. Ropner & Sons. — At the shipyard of Messrs.
R. Ropner & Sons, of Stockton, there has been a slight labour
disturbance, some riveters and boys, to the number of about
100, coming out on strike as a mark of disapproval of the
test put on their work. This step was, it is understood,
taken before terms of settlement had even been discussed,
and therefore an infringement was made of the agreement
between the Employers' Federation and the Boilermakers'
Society.
The Tyne-Tees Shipping Co. — The latest vessel of the
Tyne-Tees Shipping Co., the Stephen Furness. is giving
great satisfaction, being de.scribed as a " picture of floating
comfort." She has made her first voyages in a very first-class
manner, showing herself to be a very seaworthy vessel.
THE TEES AND HARTLEPOOLS.
{From oiir Own Correspondent.)
Middlesbrough.
The outlook m the district is not encouraging ; the enquiries
that are in the market arc all for steamers for special trades,
very few enquiries are for tramp steamers.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dock-
yard, expect shortly to launch the first of the two iron ore
boats building to Messrs. W. Esplen & Son's specification.
Besides considerable work on hand they have secured the
contract to build two steamers for the Atlantic Sea Navigation
Co., Ltd.. of Budapest, and altogether may be said to be
fairly busy.
Messrs. W. Harkess & Co. arc busy with work on hand, and
were reported to have secured an order for a small coasting
steamer, but tlie report lacks confirmation.
Messrs. Smith's Dry Dock Co., South Bank, are reported
to have Ijooki'd an order from a Bristol Channel firm for three
small coasting steamers of al)out 150 ft. long ; they keep
very busy in the dry dock and repair departments.
Messrs. Richardsons, Westgarth & Co. are reported to have
secured the contract to supply the engines and boilers for two
steamers to be built locally. This firm have just been placed
on the Admiralty list for their now well-known " Nestdrum "
water-tube boiler, which has made rapid headway for land
work. They are also fairly busy in their speciaUty de-
partments.
Stockton and Thornaby.
Messrs. Craig, Taylor & Co. keep fairly busy. They
recently launched a finely modelled steamer of about 700
tons deadweight for Messrs. Joseph Hoult & Co., Ltd.,
Liverpool, christened the s.s. Benpark, which is now being
fitted out.
Messrs. R. Ropner & Sons are fairly busy. They are
reported to have secured a contract to build a medium-sized
steamer for foreign owners.
Messrs. Richardson, Duck & Co.. — Nothing new is reported
during the month. They are fairly busy with work on hand
and expect to secure a contract which is in the market, but
bidding is very keen and prices low.
On the Tees there are building about thirty-four steamers
of about 71.000 tons, which is much below the average.
Messrs. Blair & Co. are reported to have secured the order
to supply two sets of engines and boilers for steamers to be
built on the Tees.
West Hartlepool.
Messrs. Furness, Withy & Co. lately acquired the s.s.
Lowthcr Rani^e, which recently effected the salvage of the s.s.
Trieste after a towage of seven days, reflecting great credit
on the master. Captain Matthews, and crew.
Messrs. W. Gray & Co. maintain a large amount of work.
They recently launched the s.s. Regislan for Messrs. F. C.
Strick & Co., Ltd., London, her machinery having the " Con-
traflo " system fitted to the condenser. They are very busy
with the repairs to the s.s. Hermiston. which stranded on the
Yorkshire coast ; the damage is very extensive and will involve
an expenditure of about ^lo.uoo.
The Central Marine Engine Works of Messrs. W. Gray and
Co. are kept very busy ; they are reported to be trying to
engine and boiler one steamer per week, which indicates the
vast amount of work they have on hand.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Harbour
Yard. — This yard has made a name for excellent work. The
s.s. Stephen Furness. recently built by this firm, made i6-2
knots on the measured mile in loaded trim, being nearly
2 knots in excess of the guaranteed service speed. They are
very busy and have started on another small steamer, all
berths being occupied.
Hartlepool.
Messrs. Richardsons. Westgarth & Co. have been very busy
fitting m the machinery of the s.s. Indrabarah at Wallsend
at Messrs. Swan & Hunter's yard. They are very busy
with work on hand, especially in their speciahty departments,
as they are putting on the market an accumulator for such
land engines as run intermittently.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Middleton,
are preparing to launch tlie first of the three " Transport "
liners for Messrs. Houlder Bros. Besides the work on hand
they are reported to have secured a contract for a medium-
sized steamer for deliverv about December.
Messrs. R. Jobson&Co., Middleton Repair Works, have
sold the s.s. Garth to foreign owners, who have re-christened
her the s.s. Tormod.
On account of the N.-E.R. Co.'s strike of railwaymen
trade is locally disorganized, and nearly all local works will
be closed.
THE HUMBER AND DISTRICT.
{From our Own Correspondent.)
Messrs. Cooper & Co., engineers and boilermakers, have
been very busy at their Neptune Engine Works with repair
work for' several large steamers, and completing work too
large for their branch shops at Alexandra Itock. They have
also a great number of propellers to cast for home and foreign
orders, and their two dry docks, situated on the river Hull,
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
23
have been well booked for the jiast month anil are well
forward for Angust.
Messrs. The Hull Central jDry Dock and Engineering Co.,
Ltd., are still keepuii; viry Imsy, with their own dry dock,
and are often using the li. A 13. Ry. Co.'s and the N.E.Ry.
Co.'s dry dock;;. In the central dry dock is the s.s. Olympic, of
Hull, undergoing extensive repairs to her bottom, and many
other repairs, including engine-room and deck. She has
been on the rocks in the Baltic. The following vessels have
also been in dock : — s.s. Canada Cape, dry docked, etc. ; s.s.
Majestic, of Hull, engine-room and deck repairs and several
new frames ; s.s. Hillglue, s.s. Rustington ; s.s. Ethyl, of
Hull, now in .\lexandra Dock ; s.s. Swallow, engrae-room
and deck re]5airs. and bottom sighted (now sold to foreigners) ;
s.s. Hill mere, usual engine-room and deck repairs.
Wilson Line. — The R.M.S.'s Ariosto and Montebello, each
having carried the Jlails, and thousands of passengers to
Norway and Sweden, have now been sold out of the Wilson
Line to Spanish owners, and will run between Valencia in
Spain and .\lgiers in .Africa. No doubt the Wilson Line
will have to replace them with more modern steamers.
We are now looking out for the new orders.
North-East Coast Engineering Works are to be con-
gratulated in their success, having been exceedingly busy
with repair and dry dock work. They have had the following
steamers undergoing repairs ; — s.s. Polaystjernen, s.s. Callisto,
s.s. Sherne, s.s. Aria, s.s. Ambassador, s.s. Ragnar, s.s. Crag-
ronald, s.s. Canada Cape, Elder Dempster liner, s.s. Moorish
Prince, Prince liner of Newcastle. The last two mentioned
steamers have undergone e.xtensive repairs to deck and
engine-room.
Messrs. Amos & Smith, engineers and boilermakers, have
booked several sets of engines and boilers for Grimsby and
Hull owners, and have received several orders for their
patent steam-steering gears from home and foreign houses.
Their shop at ,\lexandra Dock has been kept fairly busy with
repair work, dry-docking, etc., and they have the dry docks
secured for future dates.
Messrs. Earles' Shipbuilding and Engineering Co., Ltd.,
have just completed repairs on the s.s. Chelmsjord. late owners
Great Eastern Railway Co. She is now owned by the Great
Western Railway Co., and has been renamed Bretonne, and
will run in their Channel trade. The firm has slipped several
other steamers on their patent slips, besides dry-docking
others. They are also pushing forward for completion the
two new steamers for the Continent trades for Great Central
Railway Co., North-Eastern Railway Co., and Wilson's.
Special attention has been paid to the carrying of perishable
goods. We hear this Company has enquiries for building
new steamers for local owners and has every prospect of
securing the orders.
Hull's Revived Shipyard. — The Tilbury Dredging and
Engineering Company and the Humber 'Warehousing and
Transport Company have now (says the " Shipping Gazette ")
finally completed the purchase of Messrs. Bailey & Leetham's
old shipyard, known as the Humber Iron Works, a site of
about ten acres (containing patent slip, fitting, boiler and
smith's shops), at the mouth of the river Hull. The purchase
includes the yard of the late firm of Messrs. Samuelson and
Moss, who have built some fine sailing ships (clippers) and
steamships. The yard has lately been in the hands of the
well-known firm of Messrs. Cook, "Welton & Gemmel, ship-
builders, mostly interested in the building of steam trawlers,
who have recently removed to Beverley.
Messrs. Cochrane & Sons, shipbuilders, Selby, have just
launched a large trawler for Grimsby, and are completing
others for Hull and Grimsby owners.
Thomas Tate, engineer and boilermaker, has been very
busy with repairs to engine-room and deck on several steamers
berthed in the old harbour and town docks.
Messrs. Woodall & Co., engineers and boilermakers, are
fully employed, and have, during the past month, been
entrusted with a large number of repairs to deck and engine-
room on steamers visiting this port. Part of their plant
being chain-testing machines, they have been regularly
employed in testing steering-gear chains, also winch loading
gear. They are well booked up with orders for their Hande-
bloc and heavy purchasing gear. The firm is decidedly
progressive.
Messrs. G. Clark & Sons, coppersmiths, brass moulders,
etc. This very old-established firm goes back to 1859,
when they lirst started business in Waterhouse Lane. They
have now grown into the largest business in the north of
England, doing work for all nations of the world. The
founder of the linn ])assed away a number of years ago,
but the business is ably carried on by the son, Charles Clark.
They recently cast two lead cylinders 7 ft. 6 in. diameter,
4 ft. 6 in. high, 2^. in. thick, a lead covering dome 7 ft. 6 in.,
with a height at the apex of 4 ft. 6 in., and a bottom plate
of the same metal 7 ft. 6 in. diameter and about 6 in. high
overall. The cylinders have elaborate connections, and the
making has taken considerable time, great care being em-
ployed in making the casting e.xactly. When the sections
are put together the result is a lead-domed cylinder about
14ft. high, witha weight of nearly twenty tons. Thecylinders
are to be used in connection with the manufacture of chemicals,
and this is the second order of its kind that Messrs. Clark
have carried out recently.
Hull Docks Busy.— The Hull docks just. now present a
scene of great activity. In the Alexandra dock, there are
several very large steamers, including s.s. Knight of the
Thistle from Calcutta, and Knight Errant, with over 12,000
tons soya beans from the Far East, and other steamers
from Bombay and South .\merica, discharging grain cargoes.
Victoria dock is busy with timber ships, and the other docks
are busy, consequently employment is good. It is interesting
to note that one firm alone, Messrs. Brown & Atkinson,
steamship owners and brokers, have no fewer than eighteen
steamers con'signed to them with a tonnage of 40,000 in the
Hull docks.
Coal Trade of Hull.— Never before in the first six months
of any year has such a total tonnage been sent to Hull as
3,298,880 tons, and never in any previous month of June
in the history of Hull has such a' quantity been received as
627,376 tons. Both for the month and half-year all previous
records are beaten. The Collieries sending over 100,000 tons
each during the past half-year were : — Denaby Main, 508,536
tons; Manvers Main, 181,232 tons; Carlton Main, 144.896
tons ; Glass Houghton, 129,228 tons ; Brodsworth, 107,400
tons ; Hickleton, 106,048 tons ; Thorncliffe, 100,648 tons.
The explanation is probably the demand for fuel abroad,
the development of several new collieries, and the provision
of various up-to-date shipping appliances at the respective
docks. The utmost despatch is exercised in the loading of
the numerous cargoes, thus making Hull known far and
wide as an up-to-date port for the exportation of coal. The
total tonnage received in the first six months of previous
years were as follows : — 1909, 2,706,064 tons ; 1908, 2,936,464
tons; 1907, 2,913,648 tons; 1906, 2,319,808 tons; 1905,
1.759.536 tons ; 1904, 1,640,736 tons ; 1903, 1.628,704 tons ;
1902, 1,526,336 tons ; igoi, 1,461,568 tons. The foreign
exports for the month, and for the half-year also, beat
previous records, the increase for the six months being 387,683
tons, when compared with the corresponding period of 1909.
During the first six months of previous years the exports
abroad were as follows :— 1909, i,354.8i6 tons; 1908,
1,250,243 tons ; 1907, 1,341,665 tons ; 1906, 1,079,323 tons ;
1905, 708,222 tons ; 1904, 663,325 tons ; 1903, 721,073 tons ;
1902, 626,649 tons; 1901, 550,760 tons. The following
countries were our largest buyers during the past six months,
and taking increased supplies :— Russia, N., 317.676 tons;
Germany. 296,851 tons; Holland, 281,127 tons; Sweden,
179,711 tons; Italy, 138,011 tons; America, South, 131,814
tons. The coastwise exports reached 479,512 tons for the
six months, against 497,541 tons in 1909, being a decrease
of 18,029 tons. Out of the total exported, London alone
took 319,256 tons.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{From our Own Correspondent.)
Messrs. J. I. Thornycroft & Co., Ltd., Woolston Works.—
H.M.S. Savage.— The machinery of this destroyer was opened
up for survey last month, and she will shortly be handed over
to the Admiralty. The work on H.M. ships Lame. Lyra.
Martin and Minstrel has made good progress. The turbines
for the Larne were placed on board last month, and it is ex-
pected that she will be launched about the end of -this month.
The new fire float for the London Fire Brigade is to be named
24
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
the Gamma. The plating was completed last month. The
hull of the 80 ft. stern wheel sawmill steamer for service on
the Amazon is making rapid progress and the riveting was
completed last month. The keel for the new shallow draught
paddle passenger steamer Arabia is laid, and work is rapidly
proceeding on this vessel. She is to the order of Messrs.
Thos. Cook & Son, Ltd. The moulding loft were busy last
month with the motor tank barge for the British Petroleum
Oil Co. She is to be named the Rocklight oj London. During
July an order was booked for a 60 ft. twin-screw river steamer
lor the Brazilian Northern Railway Co. The firm have also
booked an order as sub-contractors to Messrs. Camper and
NichoLsons, Ltd. , for the construction of the hull and machinery
of a twin-screw yacht of 211 ft. length B. P. The firm, it will
be remembered, built the large 202 ft. yacht Miranda for
Lord Leith in the same way.
Repair Work. — H.M.S. Halcyon. The extensive repairs
to this vessel have been satisfactorily completed, and the
vessel handed over to the dockyard authorities. Other
vessels in hand during last month were the s.ys. Rainbow,
Faiwette, Miranda, s.s. Almvick Castle. Okahandja and Low-
garth and the sailing ship Sophie. Repairs to. the lattice
l)ridges of H.M.S. Vernon are also in progress.
Messrs. J. Samuel White & Co., Ltd., East Cowes, I. of W.,
successfully launched H.M.S. Redpole on tlie 24th June last,
and work is progressing rapidly. H.M.S. Basilisk, ocean-
going destroyer, ran her official full power trial on the Skel-
morlie mile on the 8th of last month with most satisfactory
results. She attained a considerable margin of speed over
the contract stipulation for 27 knots.
Messrs. Day, Summers & Co., Ltd., Northam. — The steam
yacht Lady Evelyn has left the yard after considerable struc-
tural alterations to hull and machinery, and engaged in an
important series of trials. The steam yacht Honor was
lying off the yard last month, being painted after dry docking.
Several important alterations have been carried out on the
s.y. Albion with very successful results. The steam yacht
Medusa is at the yard refitting for an extended cruise. The
s.s. Don Carlos, built for the Liebig's Company, ran her trials
last month. The 100-ton sheers for Aberdeen are completed,
and the bulk of the machinery has been sent North. H.M.
tug Grappler was hauled up last month for considerable over-
haul, and the Government vessel Elizabeth is expected shortly
and will have a new boiler fitted. The s.s. Bittern was
docked and put through survey and a considerable amount
of repair work carried out. The patent coahng craft designed
by the firm has been taken over after successful trials, and
is now at work in the port. The firm are also engaged fitting
out the s.s. Alnwick Castle for the forthcoming manoeuvres.
Messrs. Simpson, Strickland & Co., Ltd., Dartmouth, have
a large amount of work in hand for the British and foreign
Governments. Boats in hand or on order embrace a 50-ft.
steam pinnace for the Admiralty and a 26-ft. steam launch
to be fitted with Kingdon quadruple engines, and a Kingdon
vertical boiler for the Belgian Government ; a 43-ft. double
skin teak launch to be fitted with triple engines, and a water-
tube boiler for the India Office. Four boats for the Brazilian
Government have just been completed, comprising a 34-ft.
steam cutter, a 34-ft. saihng cutter and two 30-ft. open cutters.
A large amount of repair work and alterations have recently
been carried out. .A set of auxiliary steam machinery has
been fitted to the ketch yacht Brown Mouse. This boat is
built on the lines of the large Brixham trawling ketches, and
the new machinery has proved very satisfactory. The cutter
Merlin has been fitted with a motor for auxiliary purposes.
THAMES.
[I'rom our Own Correspondent.)
Port of London Bill. — The Select Committee of the House
of Common^, presided over by Sir Luke White, has concluded
the consideration of this bill, which r-nables dues to be levied
by the Port Authority with the proviso that an unfair pro-
portion of the port rates was not to be thrown upon the river
trade, having regard to the circumstances of the port at the
time. One of the exemptions from dues is fish, which, if
caught in the open sea and brought in fresh, is to come free.
.As the matter stood at the beginning of this enquiry Lord
St. ."Vldwyn had already reduced the possible gross return
of rates from lyi,6,ooo to ;£484,ooo, and the Authority asked
to have a free hand in granting any more reduction. The
Midland manufacturers have a grievance that no charges
are to be imposed on goods entering the port for transhipment,
whereas the inland traffic has to pay. This matter will be
further discussed in Committee on its merits, the case of
the waterside manufacturers being left to the Authority
to decide. The matter stands postponed.
Shipping Companies. — The Royal Mail Co. has held a
meeting to authorize the raising of /6oo,ooo, one-half in
preference shares and the other half ordinary, with the
object of acquiring the Pacific Co.'s shares as par value.
The Royal Mail at time of purchase is valued at ^£3, 320.088
and the Pacific Co. at about ;^i, 450,000. The purchase has
met with the approbation of both Companies. The amal-
gamation will be seen to be a most important one. .Another
deal that seems nearing an issue is the proposed acquirement
by Sir John EUerman of a controlling interest in the Shaw-
Savill Co.'s fine. This Company's boats are twelve in number,
including one building, the largest running being the Lainui of
62.S8 tons. If the matter is carried through there will
then be 500,000 tons of shipping under the one control.
The price offered is /^i 5 a share with an addition of 5 per cent,
a share in the event of the owners of more than 15,000 shares
agreeing to sell. The P. & O. Co. is again active, having two
Uners being built for its Australian trade and the largest
under its flag, named the Maloja and Medina. They will
be of 125,000 tons gross and each 550 ft. in length, with a
breadth of 62 ft. 6 in. They are to be twin-screw vessels
propelled by quadruple -expansion engines of 15,000 h.p.
Another project of this Company is that of three intermediate
boats for the Lund Line to Australia via the Cape. One is
in construction already at Glasgow, and tenders for the other
two are issued.
Warship Engines. — It is understood that the Thames Iron
Works Shipbuilding and Engineering Co. are to supply a
set of engines for a second-class cruiser in course of construc-
tion at Chatham, and if this is the case the machinery will be
constructed at Greenwich in due course. The matter will be
welcome to all concerned, and especially to a large body of
workers on the south side of the river.
Training Ships. — The London Cadet Ships, Port Jackson
and Medifay, have received the support of the White Star
and Booth lines, these companies having decided to interest
themselves in the company formed under the management
of Messrs. Devitt and Moore, to take over these vessels and
who will take their officers from the cadets so trained. This
decision makes five large companies who are directly interested
in this project. The Medway leaves London with a general -
cargo early in August for Sydney and the Port Jarkson
follows for the same destination in September. The training
ship Wnrspite, lying at Greenhithe, was in.spected by a
representative partv of ' isitors, at the head of which was
Mr. W. Foot Mitchell. -M.P. for Dartford. It appeared
there is still room on the vessel for 250 more boys, but funds
were not forthcoming for the purpose of filling the vacancies.
Royal Observatory, Greenwich. — The annual visitation
took place recently, the Board of Visitors holding its annual
meeting in the Hall of Flamsted House at the Observatory.
An inspection of the instruments was made and the report
of the .Astronomer Royal read, a special tribute being paid
to the staff. The Board comprises the most distingui.shed
men of science in this branch.
MERSEY AND MANCHESTER SHIP
CANAL.
[From our Own Correspondent.)
IN these days of keen competition amongst the large sea-
ports of Great Britain, and when reports are current
of improvements in hand and contemplated at Glasgow,
Southampton, Fishguard, etc., it is noted with satisfaction
that Liverpool is keenly alive to maintaining its position.
Large additions are contemplated to the Liverpool Docks,
also improvements to the Birkenhead Docks, revision of the
pilotage service, provision of a motor pilot boarding punt,
etc. New work is not so plentiful this month, but it is
expected that orders may be looked for in the near future,
both for .Admiralty and merchant work.
August, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
Messrs. Cammell, Laird & Co. — Work on the four des-
troyers for the Argentine Government is proceeding rapidly,
the first vessel having her plating finished, while the others
are in various stages of framing, etc. The Reyiard, Wolverine
and Racoon have all passed through successful speed and
consumption trials and will shortly be commissioned. Work
is being pushed rapidly forward upon the two destroyers
for the British government, orders for which were recently
received. The Blonde's machinery is well in hand, the
auxiliary machinery being already on board ready for the
launch, which takes place at the end of July, at Pembroke.
The large Floating Dock, with its special machinery, is well
in hand. The Walla.sey Ferry Steamer Bluebell was launched
on June 23rd, being named by Miss Joyce, sister of the
chairman of the District Council of Wallasey. The machinery
is all in place and the vessel is having her finishing touches
prior to going on trial. Her sister vessel, the Snowdrop, is
ready for launch, both vessels will thus be on service early
in August. The Ctssarea, the first of the fast turbine steamers
for the London & South-Wcstern Railway Co., is completed,
and is awaiting her trials, while the Sarnia, the sister ship,
was launched on July gth, the naming ceremony being
performed by Mrs. H. Rollitt. These vessels are built to
Lloyd's and Board of Trade requirements, and are 284 feet
long on water line. 39 feet broad and 16 feet 6 in. deep to
main deck, and carry 1S6 first-class and 114 second-class
passengers, with a crew of forty-eight. The La Blanca, a
steamer 207 feet by 36 feet beam and 22 feet moulded depth,
was recently launched for the Sociedad Anonima La Blanca
of Buenos Ayres for carrying chilled meat from the upper
reaches of the River Plate to the seaboard. The second
steamer for the Nelson Line was launched on the 26th July,
the other steamers for the same owners being well advanced.
The tug Hercules is completed and has finished trials, and
will shortly be handed over. .\n order has been booked for
an emigrant boat for the Indian coolie trade, about 360 feet
long. The Meat Barge for the Swift Company has left for
the River Plate. The repair department has been kept
well employed. The Johnston liner Qnernmorc is having
deck damage repaired, this having been caused by heavy
seas. The Queensland is undergoing survey and is having
grounding damage repaired. The tugs Hotspur and Heathcock
have had extensive repairs.
Messrs. H. & C. Grayson. — The various yards of this
firm have been busy with their usual overhaul and repair
work. The steamer Nancy Lee has been in the Langton Dock
for general repairs and overhaul. The repairs to the Elder
Dempster steamer Batanga are now complete. Two new
types of tenders for use in connection with the C.P. R. and
Allan Line steamers are being built for the Mersey Towing
Co. The steamer Netu Orleans has had extensive survey
work, while in the Birkenhead yard the steamers Oltar and
Linda Fell are undergoing repairs. Some of the pontoons
for abroad are ready for shipment, while the others are nearing
completion.
Messrs. Clover, Clayton & Co. — This firm have been kept
busy with general repair and surveys. The Langlands' Line
steamer Beatrice, which recently grounded off the west coast
of Scotland, is in hand for repairs to bottom. The Largiemore,
which recently had extensive repairs done, has now been
sold and is in for painting and sundry repairs.
Messrs. Henry Wilson & Co., Ltd. — This firm have in
hand, and will manufacture at their Cornhill Works, the galley
outfits for their new Wliite Star steamers Olympic and
Titanic. The.se comprise, besides the usual cooking ranges,
which, we may say, in this case are probably the largest
of their kind, their electrically driven patent roasters, dough
mixing machines, potato peelers, steam ovens, etc.. as well
as hot presses and other fittings for the pantries. Messrs.
Wilson have already fitted out most of the recent large liners,
including those of the Cunard. P. ct O.. Royal Mail. Allan,
New Zealand Steamship Co., etc.
Messrs. The Kermode Liquid Fuel Co. — It seems certain
that a great field lies before engineers in general with regard
to oil as a fuel. Mr. T. T. Kermode has been associated for
many years with the special applications of oil fuel for the
raising of steam for practically all purposes, chiefly, however,
with regard to marine propulsion. The present use of oil as
a fuel in the British navy being due to his experiments,
beginning with H.M.S. Surly. This system has been put
into use for fire engines, road-tractors, on tea plantations,
glass works, etc., not to speak of its rapidly increasing use
at .sea. A vessel of 92 feet long has recently been built at
Java, and fitted with water tube boilers to burn crude petro-
leum, the steam used for heating, etc., the oil being afterwards
condensed. This system, it is claimed, uses from 70 to
75 per cent, of the calorific value of the fuel. With the ever
increasing oil fields, the placing on the market in the near
future of crude oils at low cost, will bring this subject to the
front. Successful tests have recently been carried out at
-Annan of a battery of Cochran boilers fitted with the Kermode
System of oil fuel, and are now being shipped to Patagonia
to the order of the Argentine Government.
Mersey Docks and Harbour Board. — The Dock Board
returns for the past year give the Mersey tonnage at 33.308,142
tons, as against 33,494,958 tons for igog. The Board will
commeiice work at once on the construction of an immense
Dock at the North end, which it is understood will form part
of an extensive scheme. It is expected to be the largest
dock in the world, and \v\\\ accommodate vessels over 1,000
feet long and of over 60,000 tonnage. It is hoped that the
dock will be completed in three years, and as this corporation
is possessed of all the requisite plant and machinery, it is
expected that the work will be done by themselves. In
view of the proposed new Cunarders of 50,000 tons, this
activity of the Dock Board will give general satisfaction.
The Mersey Pilotage Service. — .Kn. inquiry has been
recently held in London into the proposed alterations to
this service. It is proposed that the appropriated pilot
should await an expected steamer in the pilot boat off Point
Synas and bring her into port, formerly the picked pilot
only taking the ship outwards. Shipowners approve the
alterations, while the pilots seemingly oppose it.
Manchester Ship Canal. — The report of work done upon
the works of the Canal for the year show that from the tidal
portion 387,132 tons of materia! have been dredged, while
the grand total given, 1,569,445 tons. But for the existence
of the Canal most of this material would have found its way
into the Mersey. Ninety-one wTecks and casualties were
dealt with, eleven vessels being raised by the Dock Board,
the rest by the owners.
Cunard Line. — The Sylvania, now lying in Messrs. Cammell,
Laird's wet dock, has been sold to Italians for breaking up.
It has been decided to call the new boat ordered from Messrs.
Swan & Hunter the Laconia, after part of South-east Greece.
Her sister ship, the Franconia, was launched on 23rd of July.
Pacific Steam Navigation Co. — This company's steamer
Luca, which went ashore near the Isle of Bute, has been
refloated and gone into dry dock on the Clyde. The Sar-
miento has been sold to a French firm. This vessel was
361 feet by 43 ft. 2 in. by 19 ft. 6 in., was built by Messrs.
Harland & Wolff in 1893, and has been continuously in the
South .\merican trade.
Messrs. John Holt & Co. — -Messrs. William Hamilton
and Co., of Port Glasgow, have recently built for this firm
a mosquito-proof steamer, the Johnathan Holt. This ve-ssel
is fitted with ordinary doors and portholes and also duplicate
doors and portholes of close mesh copper gauze. This
system has been found to yield great protection to the crew
in tropical climates. .A similar vessel is on order.
NORTH-WEST OF ENGLAND.
(From our Own Correspondent.)
Messrs. Vickers' Achieyements. — Messrs. Vickers' firm at
Barrow have, during the past month or so. been making their
mark once more in the shipbuilding and engineering world.
Following upon the successful trials of the Brazilian battle-
ship Sao Paulo, came the remarkable trials of the Liverpool,
which is of the " Town " class. There was not a single
hitch in connection with this vessel's tests ; although she
is not the first vessel of this class to be completed she is the
first to pass through her trials. The contract speed at full
power was 25 knots. Messrs. Vickers with the Liverpool
got a knot and a half more. This vessel proved herself to be
a fine sea boat, her gear tests were passed through successfully
and the vessel was back in Barrow in no time. One lesson
appears to have been learned from the trials ; the four
26
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
funnels were taken out and have since had 6 ft. added to
them. This should mean a great improvement. The Liver-
pool was sixteen months building from keel to trials.
The huge floating dock buUt at Barrow to the order of the
Brazilian Government was launched in three sections on
July 7th, 8th and 9th respectively, .\fterwards they were
joined up at Ramsdon Dock and on July 4th left in charge
of the two Dutch tugs, the Zwartezee and Roodezee, for Rio
Janeiro. The piecing up of this structure was, owing to the
correctness of construction, a most simple affair, in fact the
whole contract, which stipulated that the dock had to be built
and deUvered within eleven months, has been most success-
fully fulfilled. Messrs. Vickers, of course, have no responsi-
bihty in connection with the towing of this Dreadnought
floating dock out to Brazil, but if statement be true the cost
of towage and putting the responsibility on Dutch shoulders
totals some ;^i6,ooo. It has been stated that this dock is
the largest in the world. That is not so. for there are some
completing in Germany capable of lifting to 17,000 tons
more than the Brazilian, which is capable of deaUng with
2S,ooo tons,
' The " Princess Royal." — Considerable progress is being made
with the construction of the battleship-cruiser Princess Royal
at Messrs. Vickers' since the laying of the keel. A large
number of men are engaged on the shell and day by day this
26,000-ton monster grows. In the foundry and engineering
shops the staffs are becoming very busy on the 70,000 i.h.p.
machinery, but of course the boilers and turbines for the
sister ship the Lion, which is building at Devonport, and
which will be launched about August, are taking priority.
This contract undoubtedly estabUshes a record and if success
continues to follow in the footsteps of Messrs. Vickers, and
there seems no reason why it should not, in view of the
magnificent organization at the Barrow works, it will be a
remarkable thing to see them putting out two huge vessels
i;i quick succession, each attaining close upon 30 knots speed.
A Destroyer Ordered.— In past years Messrs. Vickers, as
the then Naval Construction and .\rmament Company, used
to get a fair share of orders for destroyers, but for some time
they have not built any of this class. Speeds were obtained
in the past but it was worrying work, and there was perhaps
very little margin left after 'the trials. Now since the advent
of the turbine, and in view of the fact that Messrs. Vickers
have made a speciaUty in the construction of this class of
propelling machinery, they should be only favourably placed
as regards obtaining the desired results. An order for a
destroyer has been placed, and more than likely Messrs.
Vickers are out for more experience and very likely more
records. There is no Company in the world that has been
so successful in obtaining speed from vessels they have
constructed, both naval and otherwise, and it will not be
surprising if Messrs. Vickers estabhsh themselves as successful
destroyer contractors.
Prospects. — \t the moment there does not appear to be
any work likely to be placed with Messrs. Vickers as far as
outward signs are concerned, but there has been a considerable
amount of quiet work going on and it would not be surprising
to learn very soon that this great firm had put its foot on
another step' and had eventually secured a chance to dis-
tinguish itself in shipbuilding otherwise than ,\dmiralty
work and channel steamers. .\t the moment it would not
be wise to sav more, but I am given to understand that
Messrs. Vickers are favourably placed and mean to get into
another branch of shipbuilding — one in which, if they do get
in, they will want a lot of putting out. They mean to make
a name, and having once made it, they will stick to it. Ihat
has ever been their policy.
Submarines are still being constructed, and tlie district is
also on the tiptoe of expectation regarding the big naval
airship, which is expected out in a month or two. Messrs.
Vickers are most strict in respect to the construction of this
dirigible — all secrets are jealously guarded. Armed men
patrol outside and inside the shed. A short time ago a
man caught inside the barricading just outside the shed was
taken before the local magistrates and sent to prison for two
months. There has been less spying since, and amateur
photographers are giving the shed a wide berth. Before that
it was a regular meeting ground for them. This airship,
when it does make its appearance, will cause some sensation.
I have special reason for saying that it will be far ahead of
anything in the dirigible line in the wide world.
LAUNCHES AND TRIAL TRIPS.
LAUNCH ES-English.
Accrington. — On June 7th, Messrs. Earle's Shipbuilding
and Engineering Co., Ltd., Hull, launched from their yard
a handsomely modelled vessel built to the order of the Great
Central Railway Co. for quick passenger and cargo service
between the ports of Grimsby and Hamburg. The principal
dimensions are ; — Length, 265 ft. ; breadth. 36 ft. extreme ;
depth, 18 ft. 6 in. moulded. The vessel is constructed of
steel, and has been built under special survey to Lloyd's
100 Ai class. Board of Trade latest rules, and in accordance
with the German Emigration Laws, and the Hamburg Har-
bour .\uthorities requirements. She is of one deck type with
poop, long bridge, and topgallant forecastle. There is ample
accommodation for first, second and third-class passengers.
The saloons are arranged on main deck, that for first-class
extending to the sides of vessel. The lavatory accommoda-
tion is extensive, and the ventilation of these compartments
has received special consideration. The arrangement and
fittings of galleys, pantries, etc., are thoroughly up-to-date,
and include all the latest improvements. The vessel is
provided with all necessary cargo gear for rapid load'ng and
discharge, and will be fitted' with a special type of steam, hand,
and telemotor steering gear. X complete installation of
steam heating, electric lighting, bells and telephones will be
fitted. The machinery will consist of a set of triple-expansion
surface condensing engines, having cylinders 22 in., 35 in.,
60 in. by 42 in. stroke, indicating about 2000 i.h.p. Steam
will be supphed by two large cylindrical boilers working at a
steam pressure of iSo lbs. per square inch.
Steel Screw Trawler — On June 8th, there was launched
from the shipyard of Messrs. Cochrane & Sons, shipbuilders,
Selby, a handsomely modelled steel screw trawler, the prin-
cipal dimensions being 120 ft. by 21 ft. 6 in. by 12 ft. 3 in.,
moulded. The vessel has been built to the order of Messrs.
The Great Central Co-operative Engineering and Ship Repair-
ing Co., Ltd., of Grimsby, and will be fitted with powerful
triple-expansion engines by them. She is replete with all
the latest improvements for fishing purposes.
Oakmere. — On June 8th, there was launched from the yard
of the Sunderland Shipbuilding Co., Ltd., the steel screw
steamer Oakmere, her dimensions are — length between per-
pendiculars 245 ft. ; breadth extreme, 36 ft., and 18 ft.
3 in. depth moulded, having complete shelter deck in addition
and is built to Lloyd's highest class, under special survey,
the vessel will carry 2200 tons deadweight, and is designed
for a speed of loj knots loaded, water ballast in cellular
bottom and peak is fitted. The steamer has been built to a
very full specification, has a complete outfit for handhng
cargo, including five steam winches, double derricks to each
hatch, together with steering gear, large donkey boiler and
direct steam windlass. The engines are by the North-Eastern
Marine Engineering Co., Ltd., Sunderland, and have cyhnders
iSJin., 31 in., and 51 in. by 36 in. stroke, steam being supplied
bya large boiler working at a pressure of 180 lbs. per square
inch. The vessel has been built to the order of Messrs. The
Watson Steamship Co., Ltd., of Manchester, for their Man-
chester and Mediterranean fruit trade.
Leucadai. — On June 8th, there was launched from the
yard of the Tyne Iron Shipbuilding Co., Ltd., Willington
Quay-on-Tyne, a steel screw steamer built to the order of
the International Line Steamship Co., Ltd., of Whitby.
It is interesting to note that this vessel is built on the Isher-
wood patent system of longitudinal framing and is the first
vessel of this type to be launched on the Tyne, and marks a
considerable advance in shipbuilding progress. The vessel
is one of three of the same size and type which are building
by the same company. The vessel is built to the highest
class at Lloyd's and is of the following dimensions, viz. : —
Length overall, about 360 ft. ; breadth extreme, 50 ft. ;
depth moulded, 25 ft. 10 in. She is built under the single
deck rule with poop, bridge and forecastle. Has water
ballast fitted right fore and aft on tlie cellular system and is
also fitted with all modern improvements for the rapid
loading and discharging of cargo, including eight double
cylindered steam winches, direct acting steam windlass,
large multitubular donkey boiler, steam steering gear by
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
27
Messrs. Donkin & Co., with right and left-hand screw gear aft.
She is fitted with double derricks to all main cargo holds and
has derrick posts on bridge for dealing with the cross bunker
hatch, and is in all respects an exceptionally good example
of the modern cargo steamer as she carries about 6400 tons
deadweight on the very light draught of 21+ ft. The engines,
which are to be supplied by Messrs. John Dickinson & Sons,
Ltd., of Sunderland, are of the triple-expansion type, having
cylinders 24 in., 40 in. and 66 in. by 45 in. stroke with two
boilers 16 ft. by 10 ft. 6 in., working at a pressure of 180 lbs.
Port Curtis. — On June 8th, Messrs. R. & W. Hawthorn.
Leshu lV Co., Ltd., launched a vessel from their Hobburn
Shipyard. The dimensions of the Port Curtis are : — Length,
400 ft. ; breadth, 52 ft. 9 in. ; depth, 18 ft. io\ in. ; and she
will carry a deadweight of about 8100 tons. The propelling
machinery, which has been built by the North-Eastern
Marine Engineering Co., Ltd., consists of a set of quadruple-
expansion engines, with cylinders 2$^ in., 36 in., 52^ in. and
76 in. by 51 in. stroke, the steam being supplied by three
large boilers, which will enable the vessel to steam at a speed
of 12 knots. Messrs. Wailes, Dove & Co.'s " Bitumastic "
enamel was applied to the surfaces in machinery space and
boiler spaces, holds, etc., also in double bottom under boilers,
etc.
Towneley. — On June gth, Messrs. Wood, Skinner & Co.,
Ltd., of Bill Quay, Newcastle-on-Tyne, successfully launched
from their shrpbuilding yard a steel screw collier which they
have built to the order of Messrs. The Burnett Steamship
Co., Ltd., of Newcastle-on-Tyne. The steamer is in every
way of the most up-to-date description and is of the long
raised quarter deck type with long bridge and topgallant
forecastle, having specially large self-trimming hatches and
will be fitted with all the latest improvements and appliances
especially in the way of deck machinery and gear to facilitate
the discharging of coal cargoes with the utmost despatch.
She has been constructed on a fine model with a view to
obtaining a good speed and is provided with water ballast
of large capacity in the cellular double bottom and fore and
after peak tanks. The propelling machinery consists of a
set of triple-expansion engines, supplied with steam by two
large steel multitubular boilers, and which will be fitted by
Messrs. The North-Eastern Marine Engineering Co., Ltd.,
of Wallsend-on-Tyne. Both the ship and engmes have been
built under the special survey of Lloyd's for their highest
classification.
Tadorna. — On June gth, there was launched from the
Neptune Works, Newcastle-on-Tyne, of Messrs. Swan,
Hunter & Wigham Richardson, Ltd., a fine screw steamer
which is being built to the order of the Cork Steamship Co.,
Ltd., of Cork, for their service between Manchester, Liverpool
and Dutch and Belgian ports. The steamer, named Tadorna,
is built of steel, 275 ft. in length by 36 ft. beam, and intended
to carry 2450 tons deadweight on a moderate draught of
water. She has accommodation for a limited number of
passengers. She will be propelled by triple-expansion engines,
which with the boilers, two in number, are also being con-
structed by the builders at their Neptune Works. The
vessel is similar to several vessels constructed by this Tyneside
firm for the Cork Steamship Co., Ltd. Messrs. Cochran &
Co. (.\nnan), Ltd., have supplied one of their Cochran (.^nnan)
donkey boilers fitted with patent seamless furnace.
Boukadra. — On June loth, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Boukadra.
which they have built to the order of Messrs. Frank C. Strick
and Co.. Ltd., of London and Swansea, for La Tunisienne
Steam Navigation Co., of Paris. She will take the highest
class in Lloyd's and is of the following dimensions, viz. : —
Length overall. 362 ft.; breadth, 50 ft., and depth, 25 ft.
11+ in., with long bridge, poop and topgallant forecastle.
The hull is built with deep bulb-angle frames, cellular double
bottom and large aft peak ballast tank, ten steam winches,
steam steering gear amidships, hand screw gear aft. patent
direct steam windlass, large horizontal multitubular donkey
boiler, stockless anchors, telescopic masts with fore and aft
rig, boats on deck overhead, and all requirements for a first-
class cargo steamer including Porter's patent derrick sockets
for dealing with heavy lifts by combining the ship's ordinary
derricks. Triple expansion engines are being supplied by
the Central Marine Engine Works of the builders, having
cylinders 24 in., 38 in. and 64 in. dia., with a piston stroke
of 42 in. and two large steel boilers adapted for a pressure
of 180 lbs. per square inch worked under Howden's system
of forced draught.
Boyne. — On June i8th, Messrs. Joseph L. Thompson and
Sons, Ltd., of the North Sands Shipbuilding Yard, Sunder-
land, launched the Boyne, the vessel having been specially
constructed to the order of Messrs. The Mercantile Steamship
Co., Ltd., of London, and being the thirteenth vessel the firm
have built for this Company. The principal dimensions are : —
Length about 388 ft., breadth, 51 ft. 6 in., and depth
moulded 28ft. 9 in., and she will have two complete
decks fully laid, and a poop, extra long bridge, and
top-gallant forecastle. The vessel has been designed to
have a large cubical capacity on a very moderate draught
of water, and was greatly admired by the company
present. The propelling machinery will be fitted by Messrs.
Blair cS: Co., Ltd., of Stockton-on-Tees, the sizes of the
cylinders being 25 in., 42 in., 68 in. by 48 in., supplied with
steam bv two large boilers working at 180 lbs. pressure.
Single-Deck Vessel. — On June 21st, Messrs. Wm. Doxford
and Sons, Ltd., successfully launched a single-deck vessel
of 360 ft. length, 50^^ ft. breadth, and 25+ ft. moulded depth,
for Messrs. Giovanni Racich & Co., Ragusa. The vessel is
designed to carry 6,800 tons deadweight on moderate draught,
and has been constructed to British Corporation requirements.
The engines, with cylinders 26 in., 42 in., 68 in., and 42 in.
stroke, and the two boilers 16 ft. 9 in. by 10 ft. 10 in. have
also been built by Messrs. Doxford.
Teeswood. — On June 22nd, Messrs. W. Harkess & Son,
Ltd., launched from their shipbuilding yard at Middlesbrough
a steel screw steamer, 145 ft. by 24 ft. li in. by 11 ft. 7 in.
moulded, which has been built to the order of the Meteor
Steamship Co., Ltd., of Middlesbrough. She is specially
designed with very large hatch and large cubical capacity
to suit the owners' special coasting trade, and will carry
about 500 tons on light draught. Her engines will be supplied
by Messrs. Richardsons, Westgarth & Co., Ltd., of Middles-
brough. She has been built under the superintendence of
Mr. William Constantine, to Lloyds' 100 Ai class. This is
the third vessel built by these builders for the same owners.
Bampton. — On June 23rd, Messrs. Richardson, Duck and
Co. launched from their yard a steel screw steamer of the
following dimensions : — Length overall, 393 ft. 6 in. ; breadth
extreme, 50 ft.; depth, moulded, 28 ft., 11 in.; with a
deadweight carrying capacity of 7,500 tons. This vessel,
which has been built to the order of Messrs. The Tatcm Steam
Navigation Co.. Ltd., of Cardiff, will take highest class in
British Corporation Registry, and has been built under special
survey. She is a single-deck steamer with wide-spaced
Channel frames — steel centre division is fitted in holds, in
which there are no beams nor quarter pillars. Vessel has
cargo poop, bridge amidships, and topgallant forecastle,
with very large hatches to expedite the loading and dis-
charging. A cellular double bottom for water ballast is
fitted throughout except under boilers. Vessel has also
peak tanks, and equipment includes seven steam winches
exhausting into Contraflo Winch Condenser, large horizontal
multitubular donkey boiler, fourteen derricks, steam windlass
wicli quick warping ends, steam-steering gear, etc., etc.
The engines, by Messrs. Blair & Co., Ltd.. have cylinders
25 in., 42 in., 68 in., by 45 in. stroke, steam being supplied
by two extra large single-ended boilers having a working
pressure of 180 lbs., and fitted with Howden's forced draught.
Canadian Transport.— On June 23rd, Sir Raylton Dixon
and Co., Ltd.. launched from their Cleveland Dockyard,
Middlesbrough, the fine steel screw steamer Canadian Trans-
port, being constructed to the order of the Empire Transport
Co., Ltd., of London. The vessel will be classed 100 Ai at
Lloyds, her principal dimensions being 377 ft. 6 in. by 51 ft.
2 in. by 28 ft. 4^ in. moulded, and she will have a deadweight
carrying capacity of over 7,400 tons on a light draught of
water.
Fridiand. — On June 23rd, Messrs. WilHam Gray & Co.,
Ltd., launched the handsome steel screw steamer Fridiand,
which they have built to the order of Messrs. Axol Brostrom
and Son, Goteborg. She is built to the highest class in
Lloyd's, and is of the following dimensions : — Length overall,
415 ft. ; breadth, 52 ft. g in. ; and depth, 28 ft. 6 in. ; and
28
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, igio.
is specially designed for the owners' Swedish iron ore and
general trade, having poop, extra long bridge and topgallant
forecastle. The cellular double bottom extends throughout
and large after and fore-peak tanks and deep tank in after
hold are fitted for water ballast. These with side ballast
tanks of about 1,400 tons capacity give about 3,100 tons in
all. Special pumps, pipes and valves are fitted, so that the
whole of the ballast can be filled or emptied in less than ten
hours. The side tanks (McGlashan's Patent) extend from
the afterhold to the forehold, a length of 247 feet, in way of
which the ship has double sides, which add to her strength
and safety. They are specially designed for sclf-trnnming,
the wings being carried well into the hatch coammgs, They
are also'" of advantage when ore or coal cargoes are carried,
presenting a smooth surface which is easily cleaned down,
and preventing the lodgment of dirt which occurs in ordinary
vessels behind" stringers and between the frames. The extra
ballast improves the speed of the vessel when running light
and considerably reduces the " racing " of the machinery.
It is under easy control and saves the cost and delay of
shipping other ballast, which is often necessary to take on
board to ensure a safe passage in ordinary vessels. Twelve
extra powerful steam winches are fitted, two strong masts,
four derrick posts, twelve derricks, with strong derrick gear,
and two strong derricks for 10 and 1 5 ton lifts, steam-steering
gear and hand screw gear aft, patent direct steam windlass,
large horizontal multitubular donkey boiler of main boiler
pressure, steam winch condenser, telescopic masts with fore
and aft rig, boats on deck overhead, extra ventilation, room
for installation of wireless telegraphy, electric lightmg, and
steam heating throughout, and a very complete outfit for
a first-class cargo steamer. The machinery consists of a
first-class set of triple-expansion engines and boilers capable
of developing over 1,800 h.p., cylinders zyi in., 43 in. and
73 in. diameter, with a piston stroke of 48 in. and two large
main boilers to work at a pressure of 180 lbs. per square
inch under Howden's system of forced draught. Weir's
pumps and feed heater, and a number of " C.M.E.W."
donkey pumps are fitted, also a bronze propeller and other
specialities, all by the Central Marine Engine Works of the
builders.
Bluebell. — On June 23rd, thes.s. Bluebell, the first of the two
new passenger ferry steamers, built to the order of the
Wallasey Urban District Council, was launched from the
yard of Messrs. Cammell, Laird & Co. She is a steel twin-
screw steamer, and her dimensions are as follows : — Length,
160 ft. ; beam, 38 ft. 6 in. ; and depth, moulded, 11 ft. 3 in.
The vessels have'been designed to carry about t ,400 passengers
each, and are being handsomely fitted up and a complete
system of electric lighting will be installed. They are being
built to the highest class at Lloyd's for river purposes, and
also in accordance with the latest rules and regulations of
the Board of Trade. The whole of the machinery will be
placed under the main deck, thus providing large saloon
accommodation to which special consideration has been
given in regard to heating and ventilating arrangements
in order that passengers will be provided with every comfort
possible. A small saloon has also been arranged in the after
part of the after main saloon for the exclusive use of ladies,
neatly decorated and provided with lavatory, etc. Water-
tight bulkheads are fitted throughout the vessels, fore and
aft and athwartships, thus making them practically unsink-
■ able in case of collision. Over the saloons there is an extensive
promenade deck, which is carried out the full width of the
vessels amidships, and the overhang of the deck at the ends
is supported on brackets, this arrangement providing spacious
accommodation and to a great extent sheltering the main
deck below. The captain and helmsman's position is
arranged on a flying bridge erected over the promenade
deck, immediately forward of the funnel, so as to give an
uninterrupted view ahead. Bilge keels are also fitted, to
avoid excessive rolling in bad weather. The machinery is
being constructed by the shipbuilders, and consists of two
sets of triple-e.xpansion engines, having cylinders 16 in., 24 in.
and 41 in. diameter, with a stroke of 21 inches, and are to
be supplied with steam from two powerful boilers.
Joseph Chamberlain. — On June 24th, Messrs. William Gray
and Co., LtiL, launched the handsome steel screw steamer
Joseph Chamberlain for Messrs. J, & R. O. Sanderson & Co.,
of West Hartlepool and Cardiff. She will take the highest
class in Lloyd's Register, and is of the following dimensions •. —
Length overall, 361 ft. 6 in. ; breadth, 50 ft. ; and depth,
25 ft. 1 1 in., with long bridge, poop and topgallant forecastle.
The hull is built with deep frames, cellular double bottom
and large aft peak ballast tank, seven steam winches, steam-
steering gear amidships, hand screw gear aft, patent direct
steam windlass, large horizontal multitubular donkey boiler,
shifting boards throughout, stockless anchors, telescopic
masts with fore and aft rig, boats on deck overhead and all
requirements for a first-class cargo steamer. Triple-expansion
engines are being supplied by the Central Marine Engine
Works of the builders, having cylinders 25 in., 40+ in., and
67 in. diameter, with a piston stroke of 45 in. and two large
steel boilers for a working pressure of iSo lbs. per square
inch.
Bogstad. — On June 24th, Messrs. Osbourne, Graham and
Co. launched from their yard at Hylton, Sunderland, the
steel screw steamer Bogstad, which they have specially con-
structed for Messrs. Fearnley & Eger, of Christiania, being
the third vessel they have built for this firm. She is built
on the single deck principle with sliort poop and long bridge
with all accommodation on top. Rooms for the Captain
and officers are tastefully fitted out in hardwood and are of
large size. The vessel carries 2, Sou tons on a shallow draught,
and is equipped with the most modern appliances for economi-
cal and quick working of cargo. She has been constructed
under special rules to Norske Veritas Survey, and also fulfils
the requirements of the Sjofartskontaret Rules. Water
ballast is in both peaks and throughout double bottom,
thus enabling steamer to take long passages light with the
greatest safety. Engines and boilers will be supplied by
Messrs. Geo. Clark, Ltd., of Sunderland, and are capable
of driving the vessel at a speed of 9 J- knots loaded. A Cochran
(Annan) "donkey boiler has been supplied fitted with patent
seamless furnace.
Steel Screw Trawler. — On June 25th, there was launched
from the shipyard of Messrs. Cochrane & Sons, shipbuilders,
Selby, a handsomely modelled steel screw trawler, the principal
dimensions being 120 ft. by 21 ft. 6 in. by 12 ft. 3 in. moulded.
The vessel has been built to the order of Messrs. The Great
Central Co-operative Engineering and Ship Repairing Co.,
Ltd., of Grimsby, and will be fitted with powerful triple-
expansion engines by them, and is replete with all the latest
improvements for fishing purposes.
Thistleban. — On June 25th, Messrs. Craig, Taylor & Co.,
Ltd., launched from their Thornaby shipbuilding yard,
Thornaby-on-Tees, a handsomely modelled single deck screw
steamer of the following dimensions, viz. ;— 382 ft. by 51 ft.
4i in. by 26 ft. 6 in. moulded. She is built of steel to the
highest class in Lloyd's registry, under special survey, and
has poop, long bridge and forecastle combined ; water
ballast in double bottom fore and aft, and in peaks. She is
equipped with patent direct steam windlass with quick
warping ends, steam steering gear, eight steam winches, and
multitubular donkey boiler, shifting boards in holds for carry-
ing grain cargoes, telescopic masts to Manchester Ship Canal
requirements, double derricks, and all the latest improve-
ments for rapid loading and discharging. Her engines have
been constructed by Messrs. Blair & Co., Ltd., Stockton-on-
Tees, the cylinders being 26 in., 42^ in., 69^ in. by 45 in.,
with two large steel boilers working at 180 lbs. pressure.
The vessel has been built to the order of The .\lbyn Line.
Ltd., Messrs. Allan, Black cS: Co., Sunderland, Managers.
Thames. — The Goolc Shipbuilding & Repairing Co., Ltd.,
lately launched from their Victoria Shipyard, Goole, a steel
screw steamer of the following dimensions : — 145 ft. B.P.
by 24 ft. beam by 11 ft. 10 in. depth moulded. The vessel
is designed to carry about i;oo tons deadweight, and is being
built to Lloyd's highest class, with long raised quarter-deck
and topgallant forecastle. She is fitted up in the most modern
way for the quick discharging of cargo, and has two steam
winches, and a steam and hand steering gear. She has a
cellular double bottom the full length of the hold. Triple-
expansion engines of good power will be fitted by Hull
engineers. The vessel is being built to the order of E. P.
Hutchinson, Esq., Hull, and was named Thames, and is
the fourth steamer built for the same owner.
Forestmoor. — On July 3rd, there was launched from the
shipbuilding yard of Messrs. John Blumer & Co., North
Dock, Sunderland, the screw steamer Forestmoor. for Messrs.
Walter Runciman & Co., of Newcastle and London. She
August, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
29
is of the single deck type with poop, bridge, and forecastle,
perfectly clear holds, and is specially adapted for the big
timber trade and to carry- a large deadweight on a light
draught. Water ballast is provided in the double bottom
and also in after peak tank. The accommodation for Captain
and officers is on the bridge at the fore end, and for the
engineers at after end of bridge. The discharging gear is
thoroughly up to date in every respect. Engines will be ;
fitted by Messrs. John Dickinson & Sons. Ltd., and the
winches 'and steering gear by Messrs. John Wigham & Son,
of Hulton, and the windlass by Messrs. Emerson. Walker
and Thompson Bros., Ltd.
Darlington.— On July 5th, the Darlington, a handsomely
modelled ^crew steamer built to the order of Messrs. Wilsons
and North Eastern Railway Shipping Co., Ltd., was success-
fully launched from the yard of Messrs. Earle's Shipbuilding
and Engineering Co.. Ltd., Hull. The principal dimensions
of the vessel are : — Length, 255 ft. ; breadth. 36 ft. moulded ;
depth, 17 ft. 4 in. moulded. She has been constructed of
steel throughout to Lloyd's 100 Ai class, and to Board of
Trade lates't requirements. The vessel is of the single deck
type with long poop and forecastle, saloon and boat decks
extending over accommodation amidships. Two steel pole
masts are arranged to take six large derricks for the speedy
handling of cargo, these derricks being capable of lifting
from three to ten tons each. In addition to these there are
steel derrick towers amidships, the whole of the derricks
being worked by live powerful steam winches, and on the
forecastle an efficient steam windlass by Messrs. Clarke.
Chapman & Co. is fitted. The steering gear for the vessel
is composed of steering engine placed at aft end of engine
casing and worked by the telemotor system from navigating
bridge, also hand screw gear aft by Messrs. Amos lS: Smith,
Hull. The ship will be fitted up with a complete electric
light installation, also system of electric bells. All the
officers and engineers' living rooms are heated by steam
radiators, and all work throughout the vessel is of the very
best description and latest improvements. The machinery
consists of a set of triple-expansion engines, having cylinders
23I in., 38 in., 62 in. by 39 in. stroke, supplied with steam
by'two large cylindrical boilers working under forced draught
at a working pressure of 180 lbs. per square inch, the whole
of the machinery being to Lloyds' requirements and of the
very best quality and finish.
lisworth. — On July 6th. the screw steamer Usworth. built
by Messrs. John Readhead & Sons, Ltd.. for the Gordon
Steam Shipping Co.. Ltd., of London, was launched from the
West Dock Shipyard, South Shields. The vessel is of the
improved single deck type, with large holds clear of beams
and other obstructions in stowing cargo, and is of the following
dimensions :— Length overall, 333 ft. by 48 ft. beam by
23 ft. 10 in. depth moulded, and carries a large cargo on a
light draught of water. There is a long bridge amidships
extending beyond the engine and boiler space, and on which
are situated the steel deck houses containing the cabins for
Captain, officers, engineers and apprentices, over which
again are placed the steel chart and wheel houses, pilot bridge.
etc. A topgallant forecastle contains the accommodation
for crew and firemen, etc., and there is a large cargo poop
aft. The arrangements for the loading and discharging of
cargo are full and complete, there being seven powerful
steam winches to work the nine derricks which feed large
hatchways into the hold. Steam is supplied from a large
multitubular donkey boiler of marine type. Wood shifting
boards and feeders are also fitted throughout for carrymg
grain cargoes, and a large quantity of water ballast is carried
throughout the double bottom and also in the after peak.
The engines and boilers have also been constructed by Messrs.
John Readhead & Sons, Ltd., the cylinders being 23^ in.,
39 in., and 64 in. diameter by 42 in. stroke, with two boilers
180 lbs. pressure. The vessel is built to Lloyd's highest
class and to their special survey.
LAUNCHES— Scotch.
Ilheos.— On July 7th. the Ailsa Shipbuilding Co.. Ltd.
launched at Trooii a twin-screw passenger steamer, built to
the order of Mes.srs. John F. Campbell & Son, Glasgow, for
South American owners. The dimensions of the vessel are :
Length, 200 ft. ; breadth. 32 ft. : and depth. 11 ft. 10 m.,
moulded to main deck. The vessel is built to class 100 Ai
at Lloyd's for South .-Vmerican coasting. Accommodation
is provided for fifty-four first-class and twenty-four second-
class passengers. 'Twin triple-expansion engines will, be
fitted. desiRnrd to give the vessel a speed ol I2^ knots.
Princess Adelaide. — The Fairfield Shipbuilding & En-
gineering Co.. Ltd.. recently launched the screw steamer
Princess Adelaide, built to tlie onler of the Canadian f'acific
Railway Co. for their passenger and package freight traffic
between Seattle, Vancouver, \'ictoria and Skagway. The Prin-
cess Adelaide is similar in design to the Princess Charlotte, built
by the Fairfield Company in 1908, and is the si.xth vessel
constructed by them for the Canadian Pacific Railway Com-
pany. The dimensions of the vessel are : — Length, 290 ft. ;
breadth, 46 ft. ; and depth, 32 ft. 6 in. She will have a
speed of 17I knots. .Accommodation will be provided for
240 first-class and 960 second-class pa.ssengers. and on the
lower deck aft there will be a restaurant to seat ninety-eight
persons. The design was prepared by Captain Troup, of the
Canadian Pacific Railway Company, Vancouver, and care
has been taken to ensure the comfort of passengers. A
special feature of the vessel is the observation room situated
on the promenade deck forward. It has large plate-glass
windows and raised seats, from which to view the scenery
on the route. The propelling machinery consists of a set of
four-cylinder triple-expansion engines, and steam wdl be
supplied by six single-ended boilers.
Charmouth. — On July 8th, a steam trawler, built to the
order of .Messrs. Sellick. Morley ct Price. Milford Haven, was
launched at .Aberdeen. The dimensions of the vessel are : —
Length, 121 ft. ; breadth, 21 ft. ; and depth, 12 ft. 9 in.
The trawler, which was named the Charmouth. will be fitted
with triple-expansion engines.
Den of GlamiS. — Recently Messrs. Napier & Millar. Ltd..
of Old Kilpatrick, launched a steel .steamer of about 5000
tons gross, named Den of Glamis. for Messrs. Charles Barrie
and Son. Messrs. Wailes, Dove & Co.'s " Bitumastic "
enamel was applied to the bunkers, and their " Bitumastic "
covering to tank top under boilers.
LAUNCHES Irish.
Kansas. — On June 26th. Messrs. Workman, Clark & Co..
Ltd.. Belfast, launched from their South Yard a large steamer
built by them to the order of the Bucknall Steamship Lines,
Ltd.. London. The new vessel, which has been named the
Kansas, is 48S ft. in length with a gross tonnage of over 6000,
and has been built under British Corporation Survey for the
highest class in their registry. The cargo space is divided
into five spacious holds practically free of obstruction, and
thus capable of receiving consignments of the largest nature,
such as locomotives, boilers, etc. The hatchways to each
of these holds have been made as large as possible to facilitate
the loading of the above class of goods and are equipped
with steam winches, derricks and all the necessary appliances
for handling heavy and bulky cargo. .Accommo<lation for
the captain, officers and engineers is provided in steel houses
on the bridge deck, while the crew will be berthed in side-
houses below the forecastle deck. The propelling machinery
consists of a set of triple-expansion engines having all the
necessary auxihary appUances and suppUed with .steam
from three single-ended multitubular steel boilers working
under an approve<l system of forced draught.
Gloucestershire. — On July 7th. itessrs. Harland A- Wolff.
Ltd.. laiinehed the large steel screw steamer Gloitcesteishire,
built to the order of the Bibby Line of Liverpool. The new
vessel is about 483 ft. long by 54 ft. beam, and 8100 tons.
She will have four masts, schooner rigged, and will be equipped
with powerful steam windlass and winches, patent steering
gear. etc. The Gloucestershire will have two sets of Messrs.
Harland & Wolff's latest type quadruple-expansion engines
arranged on the " balanced " principle. .As in the other
vessels of this I^ine, the state-rooms will be arrane;cd on the
Bibbv " tandem " principle, all the rooms being lighted
with side hghts from the outside. The advantages of this
arrangement are greatly appreciated by passengers, especially
those travelling to the East. The vessel will be provided with
an installation for wireless telegraphy, also submarine signal-
ling, and other latest improvements for ensuring the safety
and comfort of the passengers.
30
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
TRIAL TRIPS.
Tungku Miriam. — On May :'4th the motor launch, Tungku
Mirid III, wlucli has been built to the order of the Crown Agents
for the Colonies by Messrs. J. I. Thornycroft & Co., Ltd., at
Woolston, was taken for her official speed and towing trials on
the measured distance on the river Itchen at Southampton.
The principal dimensions of the launch are — Length, 36 ft.
3 in. ; beam, 9 ft. ; depth moulded, 2 ft. 10 in., the draught
loaded not exceeding 15 in. The launch is sub-divided into
six water-tight compartments by means of steel bulkheads.
A permanent awning to sun deck extends all fore and aft,
the forward end of this deck being suitably arranged as a
steering position. The propelling machinery consists of a
powerful six-cylinder paraffin motor driving two propellers
on a common shaft working in a tunnel. The mean speed
of the launch when fully loaded averaged over 1 1 miles per
hour running free, and she also showed a good turn of speed
when towing a heavy lighter. The launch is intended for
special service in shallow rivers in the Federated Malay States.
Cape Transport. — On May 25th, the finely modelled steel
screw steamer Cape Transport, built by the Northumberland
Shipbuilding Co., Ltd., Howdon-on-Tyne, to the order of
Messrs. Furness, Withy & Co., Ltd., for the Empire Transport
Co., Ltd., London, left the Tyne to undergo her official trial
trip. Her dimensions are 365 ft. long l>y 5 i ft. 4 j in. beam by
28 ft. 4^ in. deep, and is designed to carry about 7350 tons
on a light draught. The deck erections consist of long
bridge, long poop, topgallant forecastle, the accommodation
which is ample, being placed in steel houses on the bridge
deck. The steamer has been specially designed for the
rapid loading and discharging of homogeneous cargoes, the
hatchways being very long and wide and are arranged for
grain carrying in bulk, a complete set of shifting boards being
fitted througiiout to latest Board of Trade requirements.
Ample deck gear is provided consisting of three steam winches
by Messrs. John Lynn tS: Co., Ltd., Sunderland, and a large
number of cargo derricks to ensure the expeditious handling
of cargoes. The usual water ballast arrangements for light
passages are provided for. The machinery has been supplied
by Messrs. Richardsons, Wcstgarth & Co., Ltd., Sunderland,
consisting of engines with cyUnders 25 in., 40 in. and 67 in.
by 45 in. stroke, three large steel boilers with 100 lbs. pressure.
The trial trip proved in every way highly satisfactory, and a
speed of 1 1 knots was easily obtained.
ImpoCO. — On May 27th, the new steamer Impoco, built
to the order of the Anglo-American Oil Co., London, carried
out her official trials under loaded conditions on the measured
mile at Skelmorlie. Afterwards she returned to the Tail of
the Bank, where compasses were adjusted. On the run
between the Cloch and Cumbrac lights a mean speed of io-6
knots was attained, everything working smoothly and giving
entire satisfaction to all concerned. The Impoco, which is
an oil-tank steamer, has a set of triple-expansion engines,
having cylinders 19 in., 32 in. and 53 in. by 36 in. stroke,
supplied with steam at 190 lb. On completion of the trial
trip the vessel returned to the Tail of the Bank, and sailed
on May 31st on her maiden voyage.
Canonbar. — On May 28th, the steamer Canonbar, which
has been built at Ardrossan for Australian owners, ran trials
on the Clyde. The trial proved satisfactory, and a speed
of fully half a knot over that guaranteed was attained. For
launch, see May issue.
Kwarra. — On May 30th, the fine steel screw cargo and
passenger steamer Kwarra, built by Messrs. Sir Raylton
Dixon & Co., Ltd., of Cleveland Dockyard, Middlesbrough,
on the well-known patent cantilever frame type, to the
order of Messrs. Elder, Dempster & Co., of Liverpool, pro-
ceeded to sea for her official trials. She is built to Lloyd's
highest class with complete shelter deck and topside water
ballast tanks under upper deck and engines amidships. Her
principal dimensions are t,'J}i ft. 6 in. by 52 ft. by 28 ft. 8 in.
moulded, and she will carry a deadweight cargo of about
8100 tons or over 3 J times her net register, which is only
■about 2300 tons. The vessel has five holds, which are abso-
lutely free from all obstructions such as beams, pillars or webs,
and are perfectly self-trimming owing to the sloping sides of
the topside tanks. Access to these holds is obtained by four
extraordinarily large hatchways, the largest of which are
33 ft. 6 in. long by 24 ft. wide. The vessel carries the un-
usually large quantity of about 2500 tons of water ballast,
of which over 1 300 tons is contained in the topside tanks
and can be discharged in twenty minutes without pumping,
and consequently the vessel when in water ballast condition
will be in excellent trim for maintaining speed and capable
of going to sea in any weather. The vessel also has two
masts, ten derricks, nine powerful steam winches, windlass,
steam steering gear, six water-tight bulkheads and a complete
installation of electric light and fire extinguishing together
with all the latest and most modern appliances for the comfort
of passengers and rapid handling of cargo. She has been
fitted with triple-expansion engines by Messrs. North-Eastern
Marine Engineering Co., Ltd., Wallsend-on-Tyiie, having
cylinders 26 in., 42 in. and 70 in. by 48 in. stroke supplied
with steam by three large single-ended boilers working at
180 lbs. pressure and fitted with Howden's system of forced
draught. The trials passed off most successfully, and the
vessel proceeded in ballast direct to Montreal.
Popular. — -The trial trip has been recently run of a new
steam passenger steamer, the Popular, designed and built
by Edward Hayes, of Stony Stratford, which is to ply between
Lisbon and Cacilhas ; she is about 60 ft. long, 13 ft. wide
and draws about 4 ft. of water. High casings are built on
which are placed seats foi passengers of which she carries
about eighty altogether ; spacious cabins are placed forward
and aft, and a lobby entrance and lavatory between for cabin
and boiler bulkhead, a stout awning e.xteiids fore and
alt, carried upon a galvanized steel framing, special
arrangements are made for good ventilation and, to facilitate
the quick embarkation of passengers, the bulwarks are made
to slide aside in places to give a wide entrance. She is
lighted throughout by acetylene gas, a powerful searchlight
also being placed forward so that she can steam at full speed
through the moorings on the Tagus at night. The machinery
consists of a " Hayes " standard compound surface condensing
engine having cylinders 8 in. and 16 in. by 10 in. stroke,
running at 260 revolutions per minute, steam is supplied
by an ample marine boiler built under Lloyd's survey for 120
lbs. pressure. On her trials she averaged 12-67 miles, which
was well in e.xcess of her contract speed, she ran very smoothly,
was found to be a very dry boat in rough weather and easily
handled.
Cheslakee. — On June ist, the s.s. Cheslakee, which has been
built by the Dublin Dockyard Co., to the order of the Union
Steamship Co., of British Columbia, left the Abercarn Basin,
Belfast, having been loaded to her working condition, for
the purpose of undergoing official trials on the measured mile.
The vessel is constructed in accordance with Colonial ideas
and although comparatively small has no less than three decks
besides the 'tween decks. The equipment of the vessel is
practically complete, including the usual steam auxiliaries
on deck and duplicate electric light sets, either of which is
capable of fully lighting the vessel. There will also be a
powerful searchlight and the life-saving appliances are un-
usually ample, there being no less than hve boats, which,
together with the appliances for extinguishing fire, are in
conformity with the requirements of the Canadian authorities,
as well as' the British Board of Trade. The machinery has
been supplied by Messrs. MacCoU & Co., of Belfast, and
consists of a set of triple-expansion engines having cylinders
I3i- in., 22 in. and 36 in. by 20 in. stroke, and suitable for
working at a pressure of 185 lbs. The boiler is of the multi-
tubular Scotch type and specially large for burning coal of an
inferior quality, and all the usual auxiliaries for economical
working have been installed. The guaranteed speed of the
vessel was 1 1 \ knots, but on a mean of six runs on the measured
measured mile a speed of 12-15 knots was obtained. The
trials extended over a period of nine hours during which time
the machinery worked with the utmost smoothness. See
also launch. May issue.
Onitsha. — On June 2nd, the new steamer Onitsha pro-
ceeded on her official trial trip after adjusting compasses in
Hartlepool Bay. The trials were in every way satisfactory,
a mean speed of fully 12 knots being attained. A large party
attended the trial trip. See launch, May issue.
British Transport. — On June 2nd, the fine steel screw cargo
steamer British Transport proceeded to sea for her official
trials. Captain F. Ellis will command the vessel. See
launch, June issue.
August, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
31
Muritai. — On June 8th. the new twin-screw steamer Muritai
left Messrs. Workman, Clark & Co.'s finishing berth at the
Milewater Basin and proceeded down Belfast Lough to the
Carrick Roads, where compasses were adjusted, after which
the speed trials were run on the measured mile course. These
were highly satisfactory, and the vesse' afterwards left the
Lough for Barry to take in coal. She will load in London
preparatory to leaving for her initial voyage to Australia.
For launch, see May issue.
Janus. — On June gth, the steel screw cargo and passenger
steamer Janus, built by Messrs. Palmers Shipbuilding and
Iron Co., Ltd., Jarrow, to the order of Messrs. Archibald
Currie & Co., of Melbourne, was taken to sea for her official
trials. The vessel was run for over three hours, the mean
speed achieved being i^Jt knots on the mile. The engines
worked very smoothly throughout, the trial being highly
successful in every respect. For launch, see May issue.
Norhilda. — On June gth, the Norhilda went for a very
successful trial trip off the Tyne. She afterwards sailed for
her loading port. Calais, under the command of Captain
Durie. During the trial trip the machinery worked without
the slightest hitch, driving the vessel at a speed of lo knots
per hour. For launch, see June issue.
Remembrance. — On June gth. a first-class cargo steamer,
built to the order of Messrs. The Freear & Dix Steam Shipping
Co., Ltd.. Sunderland, proceeded to sea on her trial trip.
The managing directors of the purchasing company were
present with a large party of friends, and everyone expressed
entire satisfaction with the vessel and machinery. For
launch, see June issue.
Triton. — On June gth, a finely modelled steamer of the
partial awning deck type, built for Messrs. The Dampfschifi-
fahrts-Gesellschaft "'Neptun," of Bremen, proceeded to
sea on her trial trip. Her principal dimensions are : —
Length, B.P., 225 ft. ; breadth extreme, 35 ft. ; depth
moulded, 16 ft. 6 in. ; and she is classed 100 Ai at Lloyd's.
Water ballast is provided in the cellular bottom and after
peak. There are four cargo hatches, each worked by a
powerful steam winch for rapid loading and discharging, and
a multitubular donkey boiler of ample capacity, also steam
windlass and steam and hand steering gear. The engines
are of the triple-expansion type, by Messrs. MacColl and
Pollock, Ltd., having cylinders 17 in., 28i in. and 46 in., with
a stroke of 33 in., steam being supplied by an extra large
boiler working at a pressure of 180 lbs. per square inch.
The owners' superintendent, Mr. S. Siemens, expressed him-
self entirely satisfied with both vessel and machinery, the
engines running with the utmost smoothness, a mean speed
of over 10 knots being easily attained. Messrs. Cochran and
Co. (Annan), Ltd., have supplied one of their Cochran
(Annan) donkey boilers fitted with patent seamless furnace.
HarpagUS. — On June nth, the Harpagus was taken out
to sea. A speed of 1 3 V knots was obtained, the performance
of ship and machinery being entirely satisfactory. After the
trial the vessel proceeded on her voyage under the command
of Capt. Johnson. For launch, see June issue.
Lisboa. — On June 14th, the handsomely modelled twin-
screw passenger and mail steamer Lisboa ran her trials on
the Firth of Clyde. On trial, the vessel attained a mean speed
of i6i knots, which is well above the speed required. The
machinery, during the trials, worked smoothly, and to the
entire satisfaction of owners and builders. After trial trip
the vessel proceeded direct to Lisbon. For launch, see
June issue.
Atland.— On June 15th, the s.s. Atland. a large and well-
equipped single-deck turret vessel, left the Tyne for a coast
trial trip which was in every way successful. The engines,
with cylinders 26 in., 42 in. and 72 in. dia. and 48 in. stroke,
and the two boilers 16 ft. g in. by 12 ft., with Howden's
forced draught, have been constructed by Messrs. Doxford,
and gave to the vessel a speed of 12J knots on the measured
mile— a most satisfactory result. For launch, see June issue.
Natal Transport.— On June i6th. the Natal Transport,
built by the Northumberland Shipbuilding Co.. Ltd., Howdon-
on Tyne, to the order of Messrs. Furness, Withy & Co., Ltd..
for the Empire Transport Co., Ltd., London, left the Tyne
to undergo her official trial trip. The trial trip proved in
every way highly satisfactory, and a speed of 1 1 knots was
easily obtained. On the conclusion of the trial trip the
vessel returned to Tyne Dock for bunkering. For launch,
see June issue.
LIncluden. — On June i8th. this vessel left Sunderland for
her official trial trip, having just been completed by Messrs.
Joseph L. Thompson & Sons. Ltd., of the North Sands Ship-
building Yard, Sunderland, to the order qf Messrs. The
Lincludcn S.S. Co., Ltd. (Messrs. Sivewright, Bacon & Co.,
Ltd., managers), of Manchester. The trial was most succesful
in every way, the machinery and auxiliaries running smoothly
and giving every satisfaction, and a mean speed of about
1 1 ■, knots being easily attained. See Launch in July issue.
Malaespera.— On June 24th. the patent cantilever framed
steamer Malaespera. built by Messrs. Sir Raylton Dixon and
Co., Ltd., at their Cleveland Dockyard, Middlesbrough, to
the order of Messrs. Ocharan & .Aburto. of Bilbao, proceeded
to sea for her official trials, which pas.scd off most success-
fully and the vessel proceeded to the Tyne to load a cargo of
coal for St. Nazaire. See Launch in July issue.
FOREIGN TRIAL TRIP.
Radiolelne. — On May 22nd, the steamer Radioleine, which
has been built at Rouen to the order of the Societe Petroles-
Transports of Marseilles, was taken for trial at sea. Her
engines are 24} in., 40^ in. and 66 J in. in diameter, with a
stroke of 48 in., supplied with steam by two single-ended
boilers. The steamer is built to the highest class of Bureau
Veritas. For Launch, see May issue.
BOARD OF TRADE EXAMINATIONS.
Note — iC denotes First Class : 2C Second Class.
May 19th.
Bald, H. B iC Leith
Barclay, A. M'C iC London
Bartlett. W. B. iC Liverpool
Baird. W. G. .. iC London
Braidwood, T,P. 2C South'ton
Brierlev. F J. iC South'ton
Campbell, W.B. 2C South'ton
Cargill. F J. .. iC Liverpool
Carr, J. L iC N. Shields
Clemens. R. . . 2C Plymouth
Clarke, G. J. . . 2C London
Crocker, R. W. 2C Cardiff
Cox. C F iC Liverpool
Davies. Owen . . iC Cardiff
Dall, Andrew .. 2C Liverpool
Dickinson, T.H. iC Liverpool
Douglas, J iC W Harfl
Downie, P iC Glasgow
Ekbery, G .. iC Liverpool
Farminer. E. . . 2C Cardiff
Fisher. A iC W, Hart'l
Gill, H iC Cardiff
Goodall. W. P 2C South'ton
Gower, ST. .. iC N. Shields
Goldsbrough.W. iC N. Shields
2C N Shields
iC N Shields
2C N Shields
, iC Cardiff
iC Glasgow
, iC Cardiff
, 2C W. Hart'l
2C Glasgow
Squires, S. J. F
Tait. H
Todd, L
Torakins, A R
Thomas, W. . ,
Thornton. J. A
Turnbull,
Webb, A.
Williams.
Williams,
Yonge, G
A.
M. ..
E, L
S.
c '.'.
Graham. T.
Hastie, G H..
Heads, E A .
Jenkins. L. . . .
Jolly, P. S. B.
Jones, E R. .
Kean, J.W. .
Kilgour, F.R.T.
Laird, Martin . . 2C Glasgow
Leaity, W. F... iC I^ondon
Louden. A. W. 2C Leith
Macdonald.K.M.iC Glasgow
M'Gregor, A. T. iC South'ton
M'Knight, H. A. 2C Liverpool
Pearson, H iC W Hart'l
Peterson. S. S. 2C W. Harfl
Pollock. L . . . . 2C Barrow
Richards. J, T. iC Cardiff
Robson, J R... iC W. Hart'l
Rodger, M iC Glasgow
Savours, G iC Cardiff
Sergeant, A. T. iC Liverpool
Scott, W iCN. Shields
Stenner, E. M. 2C Cardiff
May 21
Adamson, T, J.
Barclay, J. A. S.
Beaton, R
Bellman, A. S.
Burton, Fred . .
Clay, G. W. ..
Corstorphine.D
Cowle, P. G. . .
Davies, D. T. . .
Davidson, J. . .
Davidson, J. D.
Doig, E. N ..
Eastwood, C. H
Edwards, J.
Fouhy, M. E. ..
Fraser, J
Frisken, A
Fyffe, H
Gale, J
Green, G
Ingleby, G. W.
JoUiffe, G. H...
Knox, G. F. . .
Lackie, J
Lovell. W. E...
Magee, T. R. . .
Marsh, H
Milne, R, F. ..
Potter, A. O. ..
Petty, J. M. ..
Ross, P
Ross, A S
Scott, T. D. ..
Tanner, R. H.
Underhay, S. G
Williamson, G.
Wrigglesworth
iC London
iC N. Shields
iC W. Hart'l
iC N. Shields
iC Glasgow
iC Liverpool
2C N Shields
2C London
2C Liverpool
iC Barrow
iC Liverpool
6th.
2C Hull
2C Aberdeen
2C Greenock
2C Greenock
iC Hull
iC Hull
2C Greenock
2C Liverpool
iC Liverpool
iC Aberdeen
2C Bristol
iC London
2C Hull
2C Liverpool
2C London
iC Aberdeen
2C Aberdeen
2C Aberdeen
2C Hull
2C Greenock
2C Hull
iC Hull
iC Hull
iC Aberdeen
2C Greenock
iC Hull
2C Bristol
2C Aberdeen
iC Liverpool
iC Hull
2C Aberdeen
iC Aberdeen
iC Greenock
2C Liverpool
2C Liverpool
2C London
W. 2C Hull]
32
THE MARINE ENGINEER AND NAVAL ARCHITECT.
August, 1910.
June 2nd.
Aitken, A .... iC,
Batey, T W .. 2C
Baillie. John . . iC
Blair. John .. 2C
Blair, John .... iC
Blanche, Kobt iC
Bowler, C. H. 2C
Brace, A. W, 2C
Carnegie. ] . . . iC
Clarke, J.R. .. iC
Davies, P. W. iC
Dennis, W. C. 2C
Duncan, John. . iC
Evans, W. E . . 2C
Fawcett, J.R. 2C
Francis, G. W. 2C
Frangopoulo, S. 2C
Frostick, R. J. 2C
Gardner E. E. 2C
Graham, D .... 2C
Hudson, F .\ iC
Irwin. Rov .... i(."
Jones, G. E. . . iC'
Leathern, Fred iC
Livanos, S . . . . 2C
Mackenzie, A.T 2t.'
Maclean, W. J. 2C
Marshall, S A iC
Matthew, A. W, iC
Miller, R. S . . 2C
Moore, W L S 2C
Morgan, G - W. iC
M'Cormick,R G.iC
M- Donald. D. 2C
M'Kinlay, R. . . 2C
Paterson, John 2C
I'attullo, G. D- iC
Parker, P. F. . . iC
Pritchard, H. .. 2C
Radford, S P. iC
Rae, J 2C
Reive, George. . 2C
Rickinson, L. . . iC
Roche, F. J. . . iC
Scott, E iC
Simpson, G. C. 2C
Thurlbeck.G H. 2C
Vasey, J C . . iC
West. F T 2C
I eith
N. Shields
N Shields
Glasgow
N. Shields
N, Shields
Liverpool
South'ton
South'ton
Liverpool
Liverpool
Cardiff
Leith
Cardiff
N. Shields
Glasgow
South'ton
South'ton
South'ton
Glasgow
N. Shields
N Shields
'London
Belfast
Cardiff
N. Shields
Cardiff
London
London
N. Shields
Glasgow
Cardiff
Glasgow
Glasgow
Glasgow
Leith
Leith
Glasgow
Liverpool
Liverpool
Glasgow
N. Shields
London
Falmouth
Glasgow
Leith
N Shields
Liverpool
London
Arnold, A.J. . .
Bodill, W. R ..
Colledge, E. . .
Davies, Griffith
Kershaw, R, . .
Landreth, W.
Manson, F
Metcalf, D
Morton, Arthur
Oxenhara, G S.
Paterson, J, A.
Pyves, R H. ..
hose, John F. . .
Steel, John H.
Thomas, S. E.
Webster, P, S.
Willianii, L, P.
Wright, R. A.
2C London
2C Liverpool
2C N. Shields
2C Liverpool
2C N. Shields
iC N. Shields
iC N. Shields
2C Liverpool
2C Liverpool
tC London
2C Liverpool
iC N Shields
iC N. Shields
iC Liverpool
iC Liverpool
2C N. Shields
2C London
2C N. Shields
June gth.
Adams, J. \- .. 2C Liverpool
June i6th
Addison, ¥. W. iC
Baker. G. W. .. 2C
Barraclough, J. 2C
Barkley, W. F. iC
Beeson, E, B . . 2C
Brodie, J V. . . iC
Clifte, H 2C
Coote, W 2C
Costigan, R. . . iC
Crawford, R. B iC
Cuff, Fred C. .. iC
Dadswell, E. . . iC
Drew, E 2C
Enocks, W . . . . iC
Ellis, Tom .... iC
Flett, J 2C
Fleck, W. G. .. 2C
Forsyth, A iC
Gourlay, A. J. . . iC
Kerr, A 2C
Klee, F. H iC
Milne, A iC
Mitchell, D. M. 2C
Murray, T.C... iC
M'Kenzie, J . . iC
Nicoll, A iC
Page, James . . iC
Quilleash.T M'S2C
Rankin, J. . . . . 2C
Reid, A 2C
Smith. H 2C
Smith, E. W .. 2C
Thornton, T. E. 2C
Liverpool
N. Shields
Hull
Liverpool
Liverpool
Greenock
London
Liverpool
N. Shields
London
Liverpool
London
N Shields
I^ondon
Liverpool
Liverpool
N Shields
London
London
Dundee
N. Shields
Greenock
Liverpool
Greenock
Greenock
Dundee
Dundee
Liverpool
Greenock
Liverpool
London
Hull
Hull
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. F. Alexander t^ Son, Chartered Patent
A!;enls, 306, High Holborn, London, W.C.
2o33. Lubricators. -\ bearing for shafts is lubricated
automatically by a pump operated in one direction by a
spring and in the other by the rotation of the shaft, and oil
is delivered directly on to the part to be lubricated through
outlets which are constantly in motion. .\s shown in Fig. i
the shaft has an eccentrically-stepped portion i, and the
bearing executes a circular movement which may be trans-
mitted to a shaking-sieve, etc. The pump cylinder d is
fixed in tlie lower bearing-bush and projects into an oil
reservoir /. .\ hollow piston g, pressed upwards bv a spring
/, is operated by a Hat jiortion k or by an eccentric groove
in the shaft. Oil is drawn through valves e, h and is delivered
through openings m to a groove n in the bearing. Grooves
I) intercept surplus oil, which returns to the reservoir by
pass.iges /). l"ig. 3 shows a modification in which the oil
reservoir /> is fixed. The pump q oscillates with the bearing,
and its plung('r ,■; is ojjcrated by striking an adjustable block /.
The oil Irom pump may be conveyed to any desired points
on the shaft by pipes v. Fig. 5, provided with discharge
orifices u. One pipe only may be used, extending wholly or
FiG.r
partly around the shaft. Oil is delivered also through an
opening x in the piston g.
3125. Boat-disengaging gear. Relates to means for
simultaneously disengaging the supporting-hooks from the
falls by the action of a float, which through a rigid connection
releases trigger-levers when the boat is water-borne. The
trigger-levers 7, pivoted at 8 to a casing q, are connected
to tilting-hooks 3 engaging the falls 2 by a^chain, etc., 4.
FIG. I.
FIG. 2
.\ float I J works in the casing 9. the bottom of which is o|)en
to the sea. A rod 13 guided by a tube 14 is carried by the
float, and is provided with a cross-bar 15. which normally
engages the ends of the trigger-levers. When the boat is
water-borne, the float rises and the trigger-levci's are released.
In a modification, the cross-bar is fitted with knuckle-levers
to facilitate resetting the trigger-levers.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
33
The Marine Engineer
And Naval Architect.
LONDON, SEPTEMBER, 1910.
OIL MOTOR LINER.
THE rumour that a (ierninn shipping company was
contemplating the use of oil engines for a liner
has been substantiated by the announcement
that the Hamburg-American Company has ordered
from the well-known shipbuilders, Messrs. Blohm
and Voss, of Hamburg, an Atlantic Hner of 9,000
tons displacement, which is to be fitted with oil
engines of 3,000 horse power. The vessel is to have
a speed of between 12 and 13 knots and is to be used
for cargo purposes. It is understood that twin pro-
pellers are to be used, driven direct by two oil engines
of the Diesel type at about 150 revolutions per minute.
We feel sure that, although this pioneer effort is not
British, but German, our good wishes in respect of,
and admiration for, the enterprising policy of the
board of directors of the Hamburg-American Com-
pany are none the less sincere. The internal combus-
tion engine, burning crude oil, has already been shown
to be capable of doing good and reliable work for
marine purposes, and it may be said that shipbuilders
have a thorough appreciation of its merits as a motor
engine on a moderate scale. The step to be now
taken by the Germans is a long one in point of any-
thing previously done, the largest oil engine at present
afloat being about 300 horse power ; but it may be
mentioned that a private steam yacht is having its
steam equipment substituted by a Diesel oil engine of
500 horse power. Much has been done on shore with
the oil engine in powers ranging up to 1,000 horse
power, and to no firm is more credit due for steady
progress than to the Diesel Company, who have, we
understand, constructed a single-cylinder engine of
1,000 horse power. The development of the oil engine
on a large scale has been slow for marine purposes,
not so much owing to engineering difficulties or want
of enterprise on the part of manufacturers, biit to the
diffidence of shipowners in adopting the oil engine,
and it has been left to the German shipowner to show
us the way. There are many advantages which will
accrue from the use of crude oil : First, the danger is
practically nil, as the flash-point is high, viz., 250°F.;
secondly, the tank capacity for oil is less than the space
for coal ; thirdly, the Diesel oil engine will give about
one-brake horse power for each half-pound of crude
oil burnt, while for the same power in a steam engine
2 lbs. are required, so that on this basis only 25 per
cent, of fuel is required for oil compared with that
for coal ; and, fourthly, immense saving in space
and weight will be effected in the machinery and its
place of installation, permitting a corresponding in-
crease in cargo-carrying capacity and earning power,
and a decrease in number and cost of staff for the engine-
room, particularly in the matter of firemen, the necessity
for whom will be practically nil owing to the facility for
automatically handling li(|nid fuel. When all these
factors are taken into consideration, it is easy to under-
stand that the weight of fuel and machinery per ton car-
ried will be much decreased, while the unit of weight of
cargo carried per unit of cost of ship and running the
same will be enormously increased. It is quite easy
to appreciate therefore that the oil engine alone could
turn a profitless ship into a profitable one. In these
days of low freights and conditions of general depres-
sion in the shipowner's business an experiment such as
the one in hand should be warmly welcomed, although
from a narrow standpoint the commercial development
ol the new type of vessel will no doubt increase the
number of non-profit-earning vessels. This may be
bad for the individual shipowner, but must be directly
beneficial to the world at large. What the shipowner
has to do, after having had the proof of the merits of
the new vessel demonstrated to him, is to consider
the commercial policy as to how far it is wise or
desirable to allow the investment of capital to remain
in a concern incapable of giving an adequate return
by way of profit. Another point of interest as affect-
ing the marine engineer is in the event of the wide
adoption of oil engines, how much reduction will be
found possible in the staff for running the machinery.
This will no doubt become an important factor bear-
ing upon the possibilities of employment among a
body of men whose ranks have been swelled year by
year to keep pace with the requirements of steamers
afloat. Then, again, there is the basis of examina-
tion for official certificates, which must of necessity
require revision to come into line with the new require-
ments. ■ The Hamburg-American experiment will
therefore be watched with the greatest interest by all
concerned in maritime matters, and we feel sure every-
one will join with us in congratulating the shipping
company and the builders on the pluck they have
exhibited in undertaking such an extensive and con-
clusive character of test.
NEW EXPRESS CUNARDEK.
K
njECENTLY Mr. G. B. Hunter made a statement
that the Cunard Company had determined to
build the largest steamer yet constructed, but
up to the present the proposed dimensions are not
available. However, the new vessel is to be longer,
broader and faster than the two liners Olympic and
Titanic, now being built for the White Star Line by
Messrs. Harland & Wolff, Ltd., at Belfast, and we
believe she is to be larger even than the steamer now-
being built at Hamburg for the Hamburg-American
Line. The two White Star vessels are each to be
34
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
850 feet long and 90 feet wide, so that the new vessel
will probably be near the 1,000-feet length, which has
been suggested in the past by Lord Pirrie as a possi-
bility. As the growth of gigantic vessels increases
one is led to wonder what steps will be taken to pro-
vide the necessary dock and other accommodation
that the general requirements of such vessels will
demand. In this connection the point may be con-
sidered as to the burden of cost of such increased
facilities and on whose shoulders it should fall. There
is no doubt that the ports which are administered on
a broad policy will adopt the wise course of attracting
custom by the investment of capital in improved and
increased accommodation suitable for their patron's
business. It may be said that if the facilities are not
provided at one place then they will be at another,
and we think this is a correct assumption. It may
be suggested that the owners of large vessels should
be charged higher rates, on the ground that, but for
their abnormally large vessels, the enlarged accommo-
dation would not be needed ; but we do not think that
this is either the commercial or the equitable way of
deahng with the matter. It must be remembered
that much attendant expenditure of money is involved
over and above the dock dues and like expenses, and
therefore it would seem a short-sighted policy to drive
away customers who benefit, not only the dock-
owners, but the community generally in the imme-
diate neighbourhood, by pjnalizing them for their
enterprise in catering for their customers.
The Universitv of Liverpool. — We have received a
copy of the prospectus setting forth the courses being in-
augurated in connection with the University of Liverpool
in the faculty of engineering, and we have pleasure in noting
the prominent features of the naval architecture and marine
engineering courses. The advice given to intending students
is to remain at a secondary school till the age of seventeen,
taking the matriculation examination meanwhile and de-
voting special attention to chemistry, physics and mathe-
matics ; to then serve an apprenticeship of three years,
keeping up mathematics, applied mechanics and physics at
evening classes, and complete with a three years' Univer-
sity course. The fee for the course is ^,},^ per annum, and
includes all the lectures and classes laid down for the course
to be taken. There are several scholarships, one in con-
nection with the Institution of Naval .Architects of £50 per
annum, tenable for three years ; Sir Edward Harland scholar-
ship of £80 per annum for two years, the Bibby, Basheil,
Tate Trustees, Tate Technical, Pickup and Boyd of amounts
ranging from ;^20 to £40 per annum, besides other local
scholarships and special grants. It will thus be seen that the
courses arc intended to be of a high-class character and
inducements are offered to those whose circumstances may
not admit of them taking such courses without monetary
assistance. The course for naval architecture is a most
comprehensive one, dealing with the lines of a ship, strength
ot the structure and the material, stability, resistance and
propulsion, and the drawing office work. The course for
marine engineering is also an e.xcellent one and is closely
allied to that on naval architecture, including some of its
features where these are of a character necessarily involved
in the propel'ing efficiency oi the machinery.
Captain BIyth. — We regret to record the death of Capt.
Rotit. P.lvtli. chairman of the Imperial Merchant Service
Guild, who passed away suddenlr at his residence on the Stli
August.
THE MITSUBISHI DOCKYARD AND
ENGINE WORKS.
THE Head Oltice of the Mitsu-Bisiii Company is located
at Tokyo, the capital of Japan, the President and
Vice-President respectively being Barons Hisaya
Iwasaki and Koyata Iwasaki. The illustrations we give
show the enterprise which characterizes the management
and the presiding genius of the Company, whose building-
yards and engine-works at Nagasaki and Kobe are capable
of undertaking work up to the most modern requirements.
The photographs are reproduced by the courtesy of the
President, who has forwarded the originals from Japan.
This Company holds the licence for the manufacture of
Parsons Turbines in Japan, China and Korea, and the
illustration of the turbine workshop is evidence of how the
licensees carry out their work.
In one of the Japan sections of the Exhibition at Shepherd's
Bush, adjoining the Machinery Hall, and among other exhibits
of considerable interest and of educational value, the Mitsu-
Bishi Company has a stand where is shown a full complete
model of one of the largest steamers they have built, also
raised models of the shipyard and works at Nagasaki. The
commencement of engineering work at Nagasaki dates back
to 1S56, when, under the auspices of the Shogun Govern-
ment, Dutch engineers were employed, the machinery
necessary for the start being imported from Holland. Sub-
sequently the engine-works were e.xtended, when the Govern-
ment of the country was reformed under the Mikado in
1S6S, and the Public Works Dep.artment took over the
control. A large dry dock was then constructed ; No. i
dock, and a patent slip, hitherto carried on by private British
enterprise, was bought over. The works were gradually
developed and shipbuilding added in 18S3, when the Kosuge
Mam' z. wooden steamer of 1,500 tons, was built. The
following vear the works and building yard, dry dock and
slip were purchased by the Mitsu-Bishi Company. The first
iron steamer, a small vessel of 206 tons, was constructed
in 1.S87. Steel steamers with increased dimensions followed,
and in 189: the Suma Mai-n. of 1,592 tons, was built.
The war with China ended, in 1806, further developments
were brought about, encouraged by Government regulations,
and the Nippon ^ usen Kaisha opened a Une of steamers
to Europe. The experience gained in building and engining
small steamers was now brought to bear upon one of the
6,000 ton vessels ordered by this Une. Six were constructed
at this time, the one built by the Japan Company was com-
pleted in 3898. Since then the tonnage of steamers built in
their yard has more than doubled. The turbine Trans-
Pacific vessels, for example, built at Nagasaki, have been
of 13,^00 tons. The machinery and tools necessary to carry
on work in the most economical and accurate way have been
adopted, and obsolete machines discarded in favour of the
most approved. It is also the aim and the practice of the
Companv to manufacture as far as possible all the details
of ships and machinery within their own workshops, a course
which involves a large capital outlay to cover specialized
work.shops and the equipment necessary to cope with the.
details of p.nxiliaries.
To such an extent has the group of buildings and plant
grown that it is now one of the largest estabhshments in
the East for shipbuilding and engineering work. It is
interesting to observe the records showing the increase
which has taken place during the last twelve years in the
tonnage of the steamers built, and the indicated horse-
power. In 1898, four steamers were built, amounting to
7,703 tons, with an I.H.P. of 4.225. The dry docks were
emploved to the extent of eighty-four vessels during the
year, the tonnage being 254,069, while the shp was utihzed
by nineteen ves.sels of an aggregate tonnage of 3,539. During
this year (1898) the average number of men employed per
day was 3,430. In the year 1909 four steamers were also
built, but the tonnage amounted to 29,596 and the I.H.P.
to 33,379 ; the tonnage was thus nearly four times as much
as twelve years previously, while the I.H.P. was increased
by nearly eight times. The dry dock occupancy in 1909 was
fifty-seven vessels of 148,10.2 tons, and the slip had thirteen
vessels of 1,657 tons. The average number of workmen
employed per day was 5,703, an increase of 2,273. The
y car _, 1906 shows the largest number of vessels and engines
September, iqio. THE MARINE ENGINEER_AND NAVAL ARCHITECT^
35
©
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THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
o
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3
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
31
built in any one year during the twelve years, namely,
thirteen, with a tonnage of 10.031 tons and I.H.P. of 2.2.735.
The dry dock during the year had ninety-seven vessels of
385.758 tons, and the slip twenty-six vessels of a tonnage
of 8.167 tons.
Nagasaki, well-known (or many years as a coaling port,
is situated on the coast line, near the entrance to the famed
Inland Sea of japan, through which steamers bound to and
from Hiogo sometimes take their way. The hanks of this
sea are richly wooded down to the water's edge on either
side, and the whole passage forms a very pleasant reminiscence
in the memory of the traveller who has been favoured to
witness the picturesque views lining the water-way. The
inner harbour of Nagasaki is lined on its western shore by
the workshops and offices of the Mitsu-Bishi Company, with
work on advantageous terms. The offices are comprised in
a substantial building with ample accommodation for the
management, supervisors, draughtsmen and clerical staff.
The ship draughtsmen number 127 in full complement, and
the Chief has also charge of the large fully-e<piipped experi-
mental tank. The engine drawing office, including electrical,
has accommodation for 125 draughtsmen. A mess room
for the draughtsmen is provided. The draughtsmen engaged
on \dmiralty work, twenty-five ship and twenty-five engine,
are provided with a separate drawing office, 84 feet by 31 feet
in area. The tele])hone system is complete and embraces
all the departments of the works, to minimi.se time and
facilitate communication between the management and the
various details.
The engines and boilers are shi])ped into i\w vessels, after
Tategami Shipyard, 1910.
a water frontage of about 8,noo feet, and an area of 1 14 acres.
The apphances and machmery are of an up-to-date character
for dealing with shipbuilding, engineering in all its phases,
drv-docking and overhauling, including hydraulic, electric
and pneumatic installations. There are seven ship-building
berths, laid out for lengths of 240 feet to 700 feet, with the
moulding lofts, plate and angle benders, plate machines,
galvanizing and other workshops conveniently arranged on
the adjacent ground. On the other side of the harbour from
the shipyard is the patent shp. on which ve.ssels of i .000
tons gross can be taken up. Three dry docks adjoin the
shipyard premises, the largest being sufficient for vessels
714 ieet by 84 feet bv 34 feet 6 inches draught. Next to
these the engine-work's stand replete with all the necessary
machinery, gear and appUances for executing new or repair
launching, at the jetty by means of a large crane — by Messrs.
Appleby, Limited — of !50-tons capacity, with a jib radius
of 156 feet 6 inches, electrically driven. The operator is
provided with a clear look-out to see the load at all stages,
and has communication with the director of operations by
means of .speaking tubes and telephone. There is a floating
hfting apparatus, consisting of sheer-legs of 30-tons capacity.
The necessity which arises occasionally for salvage operations
has been met by the inclusion of a salvage steamer, the
Oura Mavu, of I2 knots speed, specially built and equipped
for the work, and fitted with one iS ins. and three 12 ins.
centrifugal pumps, one S ins. and one 6 ins. special pumps,
with all the needful gear and outfit and men — including divers
to cope with salvage work on short notice.
(To be condudid in our next issue).
38
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
MODERN SHIPYARD MACHINERY
AND EQUIPMENT.
VI.
(Cont'nnied from page 6).
Fitting-out Cranes.
IN consequfiicc of the increased beam of large modern
twin, triple, and quadruple-screw steamers, and of the
concurrent development in marine engineering, involving
the handling of heavier and heavier pieces of machinery,
there has been a decided development in large power cranes
for fitting-out purposes within recent years. The increased
adoptionof cranes of increased power and outreach has, of
course, been greatly contributed to, and rendered possible
and satisfactory, by its association with the electric system
of power. The large cylindrical boilers, the massive framing
and bed-plates of reciprocating engines, and the ca.sings
and motors for powerful marine turbines, now often weigh
anything between lOO and 150 tons. Very frequently marine
boilers, for example, even without their fittings, exceed 100
or no tons in weight, and to place such items on their seats
at the side of the ship furthest from the wharf, in ships of
great beam especially, without having to turn the ship
end-for-end at the crane wharf, has become a matter of the
greatest difficulty with derrick cranes and sheer-legs of the
older pattern and capacity. In the eighties and nineties
sheer-legs were in many instances preferred to cranes, but
only very few of these attained a lifting power of as much
as 130 tons, with an outhang at the top of the legs of 57 ft.
.\s the forelegs could be pivoted at the front edge of the
wharf, this gave a suihcicnt overhang for most purposes,
enabling the boiler to be placed almost on the offside of a
vessel of 70 ft. beam. Now, however, the action of the
sheer-legs is considered slow. This is especially the case
in the tilting outwards of the top. The third leg is connected
with a powerful screw shaft at its base. On the screw shaft
there is a nut to which the base of the third leg is secured,
so that the turning of the shaft causes the nut to traverse
forward for the tilting of the top of the sheer-legs outward
or backwards to bring them again to the vertical position.
The speed of rotation of this shaft is, as may readily be under-
stood, very slow ; and apart altogether from this, there are
other disadvantages when comparison is made with modern —
and, may we say " fashionable " — cranes.
Rotating derrick cranes (at first steam and now electrically
actuated) were the next best alternative, and had the im-
primatur of long years of service. Modern examples of these
cranes, as will afterwards appear, have been built of large
powers up to as much as 130 tons, with a radius of 70 ft.
By mounting a crane of this type very close to the edge of
the wharf, Messrs. Scott's Shipbuilding and Engineering Co.,
as afterwards shown, is dealing with loads of 120 tons at
the effective outreach of 63 ft. from the quay, which is
adequate for most purposes. In the ordinary derrick type
of crane the rotation of the jib is limited to only a part oi
the circle, and this represents a great advance on the sheer-
legs, which cannot rotate at all. There is. however, a very
material advantage in being able to raise the load from any
position and to slew it through a complete circle, as with
some examples of the modern type of jib crane ; such, for
instance, as that adopted by the Clyde Navigation Trust
for lifting boilers, etc., on board vessels at Finnieston Quay
and in Princes Dock. This crane, tested to 150 tons and
working to 130 tons, is an admirable example of a jib crane
revolving through a complete circle on a roller path on the
quay. The crane in this instance has a jib with an extreme
height above the quay level of 1 10 ft,, and the centre of the
jib-head pulleys for heavy loads is 100 ft. from the quay.
so that here the overhang is greater than in the instances
already noted.
Within the past two or three years what is now termed
the cantilever or " hammer-head " crane has, in many
instances, displaced both sheer-legs and derrick cranes,
although in particular cases derrick cranes and even sheer-
legs are adhered to and being renewed at the present time.
An instance of this is the fitting of a set of loo-ton sheer-legs
by Messrs. Day & Sumrners at Aberdeen for the Harbour
Commissioners at that port. The earlier types of hammer-
head cranes had their origin on the Continent, in German
ports especially ; and replicas of some of these have been
installed in some large British shipbuilding establishments,
e.g., Messrs. Wm. Beardmore & Co.'s works, Dalmuir, on the
Clyde, and in the works of Messrs. Vickers, Sons & Maxim,
Barrow-in-Furness. These have proved satisfactory in
solving the problem of handling the large weights now
common, although, as will be shown, somewhat wanting
in some respects in that solidity which is desiderated by
British ideas in the interests of durability and low cost of
maintenance.
Following upon the German model as to general appearance
and action, but with decided improvements on the lines
indicated, British crane makers have already installed
numerous examples of this type of crane, giving entire satis-
faction. We illustrate in fig. i a revolving electric cantilever
or hammer-head crane of 160 tons capacity, designed by
Messrs. Cowans. Sheldon & Co., Carlisle, and installed last
year at H.M. Dockyard, Devonport. Owing to pressure of
work in hand at the time the crane was ordered, this firm,
after preparing the whole of the detail drawings for the tower
and cantilever, sublet this part of the works to Messrs.
Arrol's Bridge and Roof Co., Ltd.. Glasgow (now Messrs.
A. & J. Main & Co.. Ltd.). the whole of the foundations
having been prepared by the dockyard authorities. Nomin-
ally of 160 tons lifting capacity, this crane was tested in
accordance with the usual ."Xdmiralty requirements with a
load of 240 tons. It is constructed to lift its working load
of 160 tons at 95 feet radius, 80 tons at 105 ft. radius, and
50 tons at 128 ft. radius. The main lifting gear consists
of two independent pulleys of 80 tons capacity each, this
arrangement being provided in accordance with Admiralty
requirements to enable long guns and shafts to be angled
when being passed through hatchways, etc. While the
various weights can with higher lifts be worked at greater
speeds, the following are typical, viz. : — The heavy lift (two
blocks) lifts 160 tons at 6 ft. per minute, while with one
block 80 tons can be lifted at same speed ; the light lift
takes up loads of 30 tons at a speed of 20 ft. per minute.
With 160 tons load, the speed of traverse over the cantilever
is 30 ft., and with So tons, 60 ft. per minute. As regards
revolving motion, one revolution can be made with a load
of 160 tons in eight minutes, with 80 tons in six minutes,
and with no load in the same tmie. Each main block is
carried on eight parts of 4J ins. circumference steel wire
rope, which is sufficiently long to enable the blocks to be
lowered 50 ft. below the quay level. Each rope is coiled
in one layer on a turned and grooved cast-iron barrel, 6 ft. 6 in.
in diameter by 10 ft. long. The main barrels are driven
from the motor through three trains of steel machine-cut
gearing. The light lift gear is of similar construction, but
is arranged to lift the load in four parts of 4^^ ins. circum-
ference steel wire rope, two parts being coiled on the barrel
in right and left-hand coils. With the several motors fitted on
the crane to work the various motions (which were all supplied
by the British Wcstinghouse Electric and Manufacturing Co.,
Ltd., Manchester), and with the mechanical details of the
traversing and other revolving motions and structural
features there is not space to deal. It must suflice to say
that the two cantilever girders are 220 ft. long by 28 ft.
deep at the centre, and are fixed parallel to one another at
20 ft. centres. The trolley frame, built of steel, is mounted
on four pairs of cast-steel rail wheels, the rail tracks being
double, of 2 ft. 6 ins. gauge. The main machinery is enclosed
in a sheet-steel house, situated at the short or butt-end of
the cantilever or hammer-head, and a ballast-box, filled
with 160 tons of ballast, is fitted between the girders under-
neath the machinery house. The roller bearers for the
circular path are 46 ft. in diameter, there being seventy-two
solid forged steel rollers. The house is 109 ft. high above
ground level and 46 ft, square to the centre of the main
columns, which are tied and cross-girdered securely as shown
in the illustration. A feature of the crane worthy of notice
is the arrangement and position of the operators' cabin,
which, as will be seen, is fixed almost 25 ft. above the quay
level, in order to bring the driver as close to the work as
possible. The cabin is carried on a revolving steel frame,
which is turned by the crane as it works.
Messrs. Sir Wm. Arrol & Co., within the past few years,
have designed and fitted up somewhat similar cranes and
September, iqio. THE MARINE ENGINEER AND NAVAL ARCH ITECT.
39
of a like power alongside the fitting-out wharves of Messrs.
John Brown & Co., Ltd.. Clydebank ; of the Xortli-Eastern
fengnieering Co. ; and of the Wallsend Shipping and En-
gineering Co., Wallsend-on-Tyne. Of the latter cranes we
have already published an illustration and description.
At the present time the renowned Dalmarnock firm are
busy on the final stages of erecting a mammoth electric
crane of this type of no less than 200 tons lifting capacity
(declared to be the most powerful in existence) alongside the
fitting-out basin of the Fairfield Shipbuilding & Engineering
Co., Govan. This " Titan " crane is situated on the cast
side of the basin, near the present sheer-legs, which will be
dismantled by the crane when it is completed. The crane
is carried on four large steel cylinders filled with cement
concrete, and founded at a depth of about 74 ft. below
the wharf level. The horizontal jib revolves upon a live
on a masonry foundation u|ion a wlII jukd aii..i. Ii.tvnig on
the tower the horizontal slewing jib or hammer-head, which
is tied in position l)y a centre pivot, and revolves on a roller-
path secured to the toji of the tower. The tower consists
of four rectangular columns built up of steel plate and angle
sections riveted together, and provided with horizontal
and diagonal bracing on four sides. The jib is built of steel
plates and angles riveted together. The load arm consists
of two compound lattice-girders, connected together at the
extreme end, and where they attach to the centre portion.
The top members of each girder have two steel bridge rails
at 4 ft. centres for the travelling trolley, and are connected
together by bracings, while the lower members arc also
connected together by bracings ; so that each girder is
laterally stiffened to withstand wind pressure or buckling
stresses. This mammoth crane, which was tested to the
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Fig. I —Revolving Cantilever Electric 160 ton Crane, by Messrs. Cowans, Sheldon & Co., Carlisle.
ring of rollers on the top of a square tower. The height
from high water to the rail level on the jib is 169 ft., and the
horizontal jib has a total length of 270 ft., commanding an
area of a circle 3 36 ft. in diameter. The operating machinery
is placed on the tail end of the jib. so as to assist in counter-
balancing the crane. The crane, electrically operated, as
has been said, is controlled from a cabin situated on the
front of the jib near the towers, where a clear view of the
operations of lifting and lowering can be obtained.
The .\pplebv Crane and Transporter Co., Ltd., Parkhead,
Glasgow, have' recentlv constructed for, and erected at, the
Mitsu-Bishi Dockyard', Nagasaki, Japan, a hammer-head
crane of 150 tons lifting capacity, which is electrically
operated. It consists, like the cranes of this type erected
by Messrs. Sir Wm. Arrol & Co., and Messrs. Cowans, Shel-
don & Co. already referred to, of a four-sided tower erected
entire satisfaction of all concerned with a load of 180 tons,
has a working capacity represented by a lift of 150 tons at
80 ft. radius on slow ge'ar, a lift of 50 tons at 142 ft. radius on
quick gear, and a lift of 20 tons at 142 ft. radius on auxiliary
gear. The operating speeds are: Main hoist. 150 tons at
6 ft. per minute ; main hoist, 50 tons at 18 ft. per minute ;
and auxiliary hoist, 20 tons at 25 ft. per minute. The
speeds of the wracking and slewing motions are of corres-
ponding efficiency.
While most of the firms who have within recent times, in
substituting new appliances for old in the matter of cranes
at their fitting -out basin, adopted the hammer-head
type, there are some who have laid down instead of this
type — indeed, in addition to it — derrick-jib cranes of the
type which has so long approved itself in service. Messrs.
John Brown & Co., about two years ago, in addition to
40
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
installing alongside their tidal basin the hammer-head
T 50-ton crane of Messrs. Sir Wm. Arrol & Co. 's make, also
at the same time erected a derrick crane of the same capacity
l>y Messrs. Cowans, Sheldon A: Co. The former is erected
on the west side of their tidal dock and the latter on the
east side, and in this way they can deal with the heaviest
loads for two ships simultaneously without moving the
ships to and from the crane berth, as is done in other works,
at considerable expense in time and money.
Messrs. Scott's Shipbuilding & Engineering Co., Greenock,
considered the pros and cons of the several types some years
ago, and erected, on the west wharf of their fine new iitting-
out basra, a derrick-jib crane of 120 tons capacity, designed
and supplied by Messrs. Geo. Russell & Co., Ltd., Motherwell.
Of this fine appliance we give an illustration in fig. 2. Before
giving particulars of this crane a few of the reasons may be
stated as to why some shipbuilders and engineers still prefer
cranes of this type.
In the original German type of hammer-head crane, the
whole of the vertical load is concentrated at the bottom of
the mast and must be distributed over the foundations by
means of heavy girders ; and there is considerable deflection
due to the bending moments in the mast and the outer
tower, as well as in the jib girder. Those defects are remedied
in the British design ; but on account of the large base
required, the centre of the crane is seldom less than 30 ft.
from the edge of the quay ; and this distance must be
deducted from the radius of the crane in considering its
effective outi'each. The derrick crane has the great advantage
that its centre can be placed within 7 or 8 ft. of the edge
of the quay. On account of the great height of the hammer
crane, which is necessitated by the fact that it must be able
to swing clear over all obstructions, the moment of wind
forces on the structure is very great. With a wind pressure
of 50 lbs. per square foot, the overturning moment may be
as great as, if not greater than, that produced by the full load
and even with no load on the crane ; the combined effect when
the wind acts m the same direction as the back balance weight
may be e.xce.ssive.rendering it advisable to have the crane turned
round when such circumstances arise, so as to present the
most favourable side to the wind. With the derrick crane,
the structure does not require to be built to such a great
height, as the jib can be raised when required to clear masts
or funnels, and the centre of area for wind pressure as well
as the centre of gravity of the whole crane is much lower.
The derrick crane, being of smaller dimensions and lighter,
is also less costly. It is true the hammer-head crane has
the advantage of slewing through a complete circle, and so
is capable of covering a larger area than the ordinary derrick
crane. It appears to us, however, that cranes, as in the
case of the Clyde Trust cranes already referred to, and with
a derricking jib placed on a comparatively low base might
be so designed as to swing round the full circle and do all
that the hammer-head crane can do. It could, at least, be
built at a lower cost.
In the case of the Scott crane the centre is only 7 ft. from
the front of the wharf, so that the full load of 120 tons can
be dealt with at an effective outreach of 63 ft. from the quay.
The maximum radius of the heavy purchase with a load
of over 60 tons is 90 ft., and of the light purchase gear, with
a load of 10 tons, 98 ft. The minimum radius of the crane
is 25 ft. There are four sets of gear : for lifting heavy loads,
for raising light weights, for derricking the jib, and for
slewing ; a separate controller of the enclosed tramway
ty]ie is provided for each. The main lioisting and derricking
motors are of 50 horse-power, and the others of ^5 horse-
power. The speed of hoisting 120 tons is 5 ft. per minute,
while a lo-ton load is raised at the rate of 40 ft. per minute.
Automatic brakes are fitted for the slewing motion, and
jiowerful hand brakes for the hoisting and derricking gears.
.\11 motions are controlled by one man in the steel house fixed
to the mast of the crane, 56 ft. above the quay level. There
IS. it may be added, on the opposite wharf 'of the dock a
20-ton travelling electric crane.
The Institution of Civil Engineers.— The King has
been graciously plea.sed to become Patron of The Institution
of Civil Engineers, of which Institution he w-as an Honorary
Member for seventeen years befon- his .iccession to the
Throne.
THE FLEETS OF THE MAIL LINES.
{From our Own Correspondent.)
Coincidences in Shipping Affairs.
IT has often been remarked how, m shipping matters at
least, ships and names seem to have their waves of
misfortune. The name " Standard " has recently been
one of the unlucky ones. First there was the German
tank steamer Standard, which, on the 30th June, 1,080 miles
east of Sandy Hook, was in collision with the White Star
passenger liner Baltic, bound from Liverpool to New York.
The contact evidently narrowly escaped being a disaster,
for the Baltic reached Sandy Hook with damage, fortunately
above the water-hne. and the Stnndard—thoagh she pro-
ceeded on her voyage for Copenhagen via the west coast of
Scotland and the Pentland Firth," and dechned a.ssistance
from the passing steamship Diamarit — suffered serious
dama.ge to her bows. Having reached Copenhagen in safety,
the Standard was moored in the petroleum harbour to dis-
charge her cargo and there, on the 19th Julv. she was on
fire. The outbreak was sufficiently threatening to make it
incumbent on the authorities to order the ships in her vicinity
to shift from the port, and one vessel at least went away
with but half her cargo on board. The harbour and military
authorities took charge, and the Switzer Salvage Company's
boats were in attendance. Fortunately, the energetic
measures taken subdued the fire, though it was reported that
the ship sustained serious damage, especially to her engines.
A week later there was opened at Cardiff the Board of
Trade Inquiry into the circumstances attending the loss of
the British Standard, a steamer of some 3,500 tons gross
register, on her maiden voyage from Cardiff to Rio de Janeiro,
with some 5,000 tons of coal. Off Negro Point, Brazil, in
calm weather, she sank in some fifty fathoms. Her crew of
twenty-six men included specimens of various nationahties,
and serious allegations were made against the master in
regard to his action before and after the disaster, as well as
to alleged attempts by him to induce the members of the
crew to make statements inspired by himself. The hearing
was one of the longest on record, extending to no less than
ten days. The master's explanation of the disaster was to
the effect that the vessel must have run over some uncharted
obstruction, whilst the Board of Trade and the representative
of the underwriters commented on the improbabihty of the
existence of any such danger in such a position as was indi-
cated. Various circumstances, of minor importance in them-
selves, were brought to light, as, for instance, that fact that
though he spelt his name differently, and though the fact
of the relationship was unknown to the underwriters, the
master was, in fact, the brother of the managing owner,
with whom he had had somewhat extensive and complicated
monetary transactions. Again, the cost of the ve.s.sel was
£i?<--7(^- Of this a sum of ,£26,500 remained on mortgage
with the builders. There were policies of insurance on ship,
freight, disbursements and such-like amounting to ;£5 5.3ou.
But, as counsel for the owners pointed out, if the suggestion
aimed at was that the ship had been wilfully cast away, why-
should the owners have made out their insurance contracts
for a year instead of for the single voyage ? Moreover,
though I do not know that the point was taken at the in<iuiry,
over-insurance, or rather insurance for amounts beyond the
actual value of the ship, is a recogni.sed practice in the'shipping
world, ami one which meets with the approval of underwriters
themselves — since the higher declared value gives them a
greater amount of cash as premium. The master's version
of the circumstances surrounding the loss of the vessel seems
to have had the support of the chief officer. The judgment
was delivered on August 20th. The Court suspended the
master and chief engineer for ]8 and 12 months respectively,
and the master was ordered to pay part costs of the enquiry.
The Court found that due measures for the safety of the ship
after the inrush of water, were not taken by these officers and
that they made false statements to the Court. There is talk
of an appeal.
Developments of Facilities
in communications with oversea possessions appear to be
the order of the day. The new Royal Mail Line to Canada
seems to have met with a measure of encouragement sufficient
to embolden its managers to talk of the possibihties for a
weekly service to Canada. The Clan, Harrison and Ellerman
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHItECt.
41
lines have announced a joint weekly service to the East
Coast of Africa, whilst the British India Company is in future
to include Port Sudan in its itinerary. But the surprise of
the day has been the announcement by the Union Castle
Line that it is about to withdraw its new monthly service
up the Hast Coast from Xatal, and in its place inaugurate
a new line of steamers making their way through the
Mediterranean, the Suez Canal and the Red Sea to Hast
African ports. Thus, like those of the tlerman East .\frican
line, the mail steamers of the Union Castle Company will
now circiminavigate .Africa. So well had the secret been kept
that, though everyone knew of it on the 12th August, no
hint of what was coming was allowed to escape to the Com-
pany's guests on the trip round the Isle of Wight in the
Balmoral Ceisth- on the ith .\ugust. I''in.-dlv there is .1 iu-\v
coasts. It is announced that a .scheme has been evolved
by the Board of Trade in conjunction with the Admiralty,
to provide watch huts on certain dangerous headlands
round the coasts. These will be manned by coastguardsmeii
and will be in telephonic communication with coastguard
and life-saving apparatus stations. The underlying idea of
the scheme is to place these huts in positions which will
command those dangerous spots which at present cannot
be seen from the existing stations cil the coastguard.
The Direct Service to Jamaica.
It will be remembered that the Imperial Direct Line to
Jamaica was founded by the late Sir Alfred Jones to fulfil
the requirements of the Colonial office, who were anxious
to provide the inhabitants of Jamaica with a regular and
stearh- mr;nis nf ^eniling their fruit to British markets. A
Fig. 2. — Derrick-Jib Crane. 120 tons capacity, at Scott's Shipbuilding Works. Greenock,
by Messrs. George Russell & Co., Motherwell.
departure announced by Messrs. Alfred Holt & Co.. of
Liverpool. This firm has three vessels of some 10.000 tons
a piece, building for its Austrahan trade. Besides a huge
cargo — including, of course, refrigerated meat and produce —
these will each provide superior accommodation for some
three hundred passengers of the first class. No third or
second-class passengers will be borne by them. The steamers,
in fact, though of somewhat less tonnage than the Suevtc
and her sisters, will provide for Glasgow shippers the service
which the White Star Company has with its Australian
branch service for the last few years afforded to Liverpool
and the Thames.
The Loss of the "Thistlemor"
has effected a change of the Board of Tra<le provision for
the assistance of those who may hereafter be in peril off our
subsidy of some ;^40,ooo a year for ten years was
offered' to and accepted by the contractors, and the necessary
steamers to enable the service to be maintained were specially
built. In view of the approach of the date at which the
contract was renewable tenders were some time ago invited
by the Government. Only one tender for the extended
period was made, and it was sent in by the Direct Line
itself. From a statement recently pubhshed on the authority
of Sir Owen Philipps, now chairman of the Elder Dempster
Company, which manages the affairs of the Direct Line, that
tender has not been accepted, and accordingly, in the absence
of some arrangement with the Government for their continued
emplovment. the fleet will be withdrawn at the end of the
current contract. It cannot, I suppose, be denied that a
subsidy of £l^o.oao a year was a heavy price to pay. But
42
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
the period named was indeed a short time in which to make a
profit out of the construction and working of vessels specially
designed for a fast cargo and passenger service of this kind.
Moreover, the withdrawal of the steamers will strike at the
existence of the tourist industries which were being built up
— to the great advantage of the colonists — as well to the
benefit of the tourists themselves, and of those who conveyed
them. The decision of the authorities is, therefore, much
to be regretted, not only on account of those immediately
concerned, but also because it is calculated to kill this tourist
traffic, put back again the progress of the islands and to
destroy one of the best means open to the general public of
learning the much-needed lesson of how to think imperially,
and of studying colonial problems on the spot.
The "Balmoral Castle."
As I have already remarked, the Union Castle Company
invited a party of guests to inspect their new steamship
Balmoral Castle, on the 5 th August. The vessel in question
is one of the four twin-screw steamships recently added to
their fleet. Two of these, the Grantully Castle and the Garth
Castle are placed on the intermediate service. The other
pair are the largest and finest mail steamers yet constructed
for the Company. Each is between thirteen and fourteen
thousand tons gross register, thus marking a step in advance
on their most recent predecessors, the Kenilwovth Castle
and the Armadale Castle. Tike them, too, one sister comes
from Belfast, having been constructed in the yard of Messrs.
Harland & Wolff, whilst the other hails from the Fairfield
yard. Of the latest pair it is the Balmoral Castle which comes
from the Clyde, and she is additionally interesting from the
fact that she is the ship which was selected, even before her
completion, to take the then Prince and Princess of Wales to
South Africa on the memorable occasion of the opening of the
Union Parhament. The lamented death of King Edward
and the accession of King George to the throne have made
it impossible for him to make the journey. But in his stead
is to go the Duke of Connaught. His Royal Highness will
be accompanied by the Duchess and apparently the
programme originally fixed for George, Prince of Wales,
will be followed by those who are taking over the duty in
this regard. The Balmoral Castle has already had an
opportunity of showing herself to the general travelling
public, as she has made two round voyages in the mail
service before being taken off to be fitted out for her voyage.
Following the precedent set in the ca.se of King George's
.\ustrahan tour in the Orient liner Ophir, the Balmoral
Castle will, whilst on this special service be commissioned
as a King's ship, and will be manned and officered by naval
men. But in one important respect there will be a change.
In the case of the Ophir the engine-room staff was retained,
a naval engineer being simply added in a sort of advisory
capacity. The Balmoral Castle's engineers will, however,
be withdrawn for the voyage, their place being taken by
naval engineers and subordinate naval ratings.
It seemed impossible when one inspected ten or eleven
years ago the Kinfaitns Castle — first of the twin-screw mail
steamers of the line — that the Castle Company would be
able to improve on the scheme of decoration of that vessel.
The smoke-room, with its fumed oak and antique tiles,
representing as it did an old Dutch interior, seemed the last
word in artistics — if one may coin a word. But improvement
has been achieved nevertheless, and even in the smoke-room
the Balmoral Castle is more taking than her predecessors.
The omnibus roof of the older ships has in this case been
supplanted by a lofty arch which affords a sense of air and
lightness, whilst great comfort and a relief from a sense of
crowding is attained by the provision of many alcoves.
Moreover, the lounge adjoins, and thus it may be said there
is a double smoke-room — one for men only, and the other
for those who prefer gentler society whilst they enjoy their
creature comforts. The second and third-class accommoda-
tion in the ship is particularly fine, and one notices with
astonishment the large square windows which seem every-
where provided — save, of course, where the actual skin of
the ship has to be pierced. Air and light are indeed the great
features of the vessel, her main saloon having a large circular
dome very much after the plan adopted in the great Cunarders.
Suites de luxe on the most approved plan are also provided.
Amongst the apphances fitted are included a powerful
installation of wireless telegraphy, which, during the trip
round the Isle of Wight, was kept incessantly busy by the
Company's guests till dinner time, when advantage was
taken of the diversion of their activities to receive the latest
news of the world via the Marconi station at Poldhu, and to
print it for our information in the journal which is pro-
duced in the steamer's printing office.
This wireless installation will, of course, be useful for
communication with the escort of warships whilst the
Balmoral Castle flies the White Ensign. But it will also be
found of value when she returns to her regular trade, for
Marconi stations are multiplying down the Cape route, and
already the port of Durban is enabled to communicate with
ships fitted with wireless — H.M.S. Hermes during the last
few days having reported the safety of a distressed ship
which she had assisted off the coast. It may be agreed that
the Balmoral Castle and her sisters are convincing proof, if
that were needed, that Sir F. J. Mirrielces and his co-directors
beheve in South .-Vtrica and mean to be more than ready for
the good time they foresee in the near future.
Seamen and their Food.
The New Zealand Shipping Company has raised rather a
difficult point in regard to the rights of its seamen in respect
of their rations under the Merchant Shipping Act. As is
probably well known to all our readers a food-scale is set
out in one of the schedules to the Merchant Shipping Act, and
by law the shipowner is compelled to give his crew the articles
and quantities there enumerated. This is, of course, a
minimum. Shipowners who consider their men are at
liberty to give them larger quantities if they so de.sire it.
Now it appears that seven men, members of the crew of the
New Zealand Shipping Company's steamship Ruahine, were
found to be taking away from the ship tins of jam and
marmalade. A prosecution at the West Ham Police Court
followed. The men defended themselves from the charge of
wrongful appropriation by the statement that the food was
really their own, it having been served out by the ship for
their use and not consumed by them, as it might have been.
The magistrate before whom the case was tried came to the
conclusion that the men had done that which they had no
right to do, and he was of opinion that surplus food was still
the property of the owners. He accordingly committed one
of the defendents for trial in order that the question might be
finally decided. Affecting as it may do, the position of large
numbers of persons who are borne on ship's articles, it seems
very desirable that the respective rights of shipowners and
seamen in this matter should be ascertained and made known
throughout the service.
THE NEW DREADNOUGHT,
" THUNDERER."
OUR illustration of the building of the first-class
battleship Jhundeycy shows her as she appears
from the Thames. The keel-plate was laid in
the yard of the Thames Ironworks, Shipbuilding and
Engineering Co., Ltd., on April 13th. In two years
from that date she will be completed, and will have
cost about ;^i, 750,000. She will be 545 feet long, will
displace 22,500 tons and will travel at 21 knots per
hour. She will carry ten 12-inch guns, which will
fire an 850-lb. shell through 20-inch armour at 3,000
yards, and 2,000 men are engaged upon her. Work is
proceeding day and night. Every effort will be made
to have her ready for launching in December this year.
The Thames Ironworks Co. have constructed about
900 vessels for the British Admiralty, foreign Govern-
ments and the Mercantile Marine.
The illustration opposite shows Yarrow boilers for
H.M. unprotected cruiser Blonde, of 3,350 tons, build-
ing at Pembroke. The propelling machinery consists
of Parsons turbines and Yarrow boilers to develop
18,000 I. H. P., and is being fitted by Messrs. Cammell,
Laird & Co. Her estimated speed is 25 knots. She
was recently launched.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
43
The Building of the Thunderc
VaiTow Builurs tur II. Mo ij. ..;.-..
44
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
THE NEW CUNARD LINER 'FRANCONIA.'
WE are able to present to our readers some illustra-
tions of the Franconia, which was successfully
launched at the Wallsend shipyard of Messrs.
Swan, Hunter & Wigham Richardson, on July
23rd. This Company, besides being responsible
for the famous Mauvdania, have also built for
the Cunard Company the Altonia, Ivernia and
Carpathia. The Franconia will be engined by
the Wallsend Slipway and Engineering Com-
pany, and is the' seventh vessel which it has
engined for the Cunard Company.
Though not so large in point of gross ton-
nage nor built with the object of attaining the
unrivalled speed of the express Cunarders
Limtania and Mauretania, yet the Franconia
will embody many features — especially in
regard to her passenger accommodation — that
will place her in the very front rank of modern
liners. She will be primarily attached to the
Boston service, now being carried on by the
Iverniaund Saxonia,diTi.d.\s larger and faster than
either of the two latter boats ; in fact, she
will be the largest boat to enter Boston har-
bour. During the winter season she will be
attached to the Cunard fleet cruising between
New York and the Mediterranean.
A digression may be allowed here in order
to allude to early associations of Boston with
the history of the Cunard Company. Just
seventy years ago — in 1840 — the Cunard Com-
pany, then formally entitled "The British and
North American Royal Mail Steam Packet
Company," started a regular line of steamers
between Liverpool and Boston. The iirst four
steamships of the Company were the Britannia,
Acadia, Caledonia and Columbia, all wooden
paddle wheel vessels with ordinary side lever
engines. The Britannia, which was the pioneer
boat of the fleet, measured 207 ft. long x 34 ft.
4 ins. broad, x 22 ft. 6 ins. deep, with a ton-
nage burden of 1154, and an indicated horse
power of 740. Her cargo capacity was 225
tons, and she was fitted for the accommodation
of 1 1 5 cabin passengers, but no steerage. Her
average speed was 8^ knots per hour, on a
coal consumption of 38 tons per day. The
inauguration of the mail service took place
when the Britannia sailed upon her maiden
voyage from Liverpool on Friday, 4th July,
1840, the "Celebration Day" of American
Independence, and she arrived safely at
Boston, after what was then considered a
rapid passage of 14 days 8 hours, and exper-
ienced an unprecedented ovation from tht-
inhabitants. To testify their full appreciation
of the benefits to be derived by the establish-
ment of the new service the citizens of Boston
celebrated the occasion with a magnificent
public banquet, at which their enthusiasm
found vent in speeches of the most complimen-
tary nature. And, later on, these same merchants gave
practical proof that the goodwill expressed at this time
was not of thatevanescentcharacter which is sometimes
produced under the influence of mere excitement, for
when the Britannia \NB.s ice-bound in Boston Harbour,
in February, 1844, they liberated her by cutting a canal
through the ice, seven miles long and 100 feet wide, at
their own expense. Thus auspiciously inaugurated,
the regular service has been maintained ever since.
The principal dimensions of the Franconia are : —
Length over all, 625 feet; breadth over all, 72 feet;
Stern view of the Franconia prior to launch.
I ' .i I ''oilers for the Franconia.
depth from lop of houses to keel, 90 ft. ; draught,
29 ft. 6 ins.; gross tonnage, 18,000 tons; displace-
ment, 25,000 tons ; height of funnels, 140 feet above
lowest furnace bars ; diameter of funnels, 17 feet 6
inches ; height of masts, 200 feet above the keel.
The propelling machinery will consist of twin-screw
September, iqio- THE MARINE ENGINEER AND NAVAL ARCHITECT
45
c
c
m
46
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
engines of the inverted, direct-acting, quadruple-
expansion type, balanced on the Yarrow, Schlick and
Tweedy system, having four cranks to each set. There
will be four cylinders to each set of engines, namely,
one H.P., one ist M.P., one 2nd M.P. and one L.P.,
approximately the diameters will be as follows : — 33in.,
47in., 67in. and 95in. respectively, with a stroke of
6oin. The total indicated horse power will be about
14,000, and the vessel will have a speed of 18 knots.
There will be two manganese bronze four - bladed
propellers and several double-ended boilers, with
eight furnaces in each boiler. The weight of each
boiler with mountings, etc., and full of water, will be
about 215 tons. An efficient system of mechanical
and natural ventilation will be provided in the engine
and boiler rooms, consisting of a large number of
electrically driven fans, each capable of delivering 800
cubic feet of air per minute. The stokeholds are
large and airy, precaution having been taken for the
provision of fresh air to all parts. A suitable work-
shop will be provided for the engineers, with a large
lathe and a universal drilling machine. Two atmos-
pheric silent hoists are to be fitted in each of the
boiler-rooms, also a Stone ash expeller. Provision
has been made for carrying about 1,500 tons of fresh
water on board, and, in addition, two distillers are to
be installed, which will produce 90 tons of pure
drinking water per day if necessary.
The Franconia has been designed on the graceful
lines for which the Cunard boats are noted, at the
same time embodying all those features necessary to
ensure steadiness and seaworthiness in all kinds of
weather. In all, there will be no less than seven steel
decks. She is fitted with bilge keels for resisting
rolling when in a seaway. Water-tight transverse
bulkheads divide the ship into a number of water-tight
compartments, thus securing, as far as -possible, her
unsinkability should the bottom by any means be
pierced. Extensive passenger accommodation will
be provided and the scheme of decoration is refined.
The period adopted by the architects, Messrs. Willink
and Thicknesse, of Liverpool, is that of the time when the
American Settlements were Colonies of Great Britain,
and the style that is known in America as "Colonial"
and in this country as " Georgian." The dignity and
effectiveness of this style will be strikingly portrayed
in the treatment of the main dining saloon situated on
" C " deck. Here will be provided two, four, six and
eight-seated tables, an arrangement much appreciated
by passengers, while an unique feature of the planning
of this room will be the provision of loose four-legged
chairs in place of the usual fixed revolving seats. A
balcony with a tastefully designed wrought-iron
balustrading will overlook the saloon, and above will
be an elegantly decorated ceiling. A bandstand for
one of the famous string orchestras provided on all
Cunard liners will be situated at the after end of the
balcony. Forward on the starboard side of the " C "
deck will be the children's dining saloon, appropriately
furnished and fitted with small tables, while abaft the
main saloon will be the kitchens and sculleries com-
plete with the most up-to-date culinary appliances.
On the " A," or " Boat " deck, will be situated the
public rooms other than the dining saloons. The
smoking room will be a most comfortable apartment.
The panelling of the walls with Harewood of a soft
pearl grey shade, will be relieved by inlays of King-
wood, while lounges of the most comfortable descrip-
tion will be arranged round the room. A table will
be placed in each bay, and quite a new and happy
idea is the construction of an elliptical retreat at the
after-end, enabling passengers to obtain an uninter-
rupted sea view over the stern of the vessel. Ad-
joining the smoking room will be the verandah cafe.
The lounge will be situated in the centre of the boat
near the grand entrance, and will be a large and hand-
some room. Close by will be a daintily arranged
writing room and the library. With the exception of
the purser's office, ladies' and gentlemen's hairdressing
saloons, and the nurse's and typist's rooms, the whole
of " B " deck will be devoted to en suite rooms and
first-class cabins. There will be four sets of the
former, each consisting of a drawing room, bedroom,
bathroom and other conveniences. The state-rooms,
of which there are to be a large number, will be
spacious apartments, and fitted to meet every require-
ment in the way of comfort and convenience. Each
has accommodation for two passengers, for both of
whom lower berths are provided.
Equal care and thought has been devoted to the
arrangement of the second-class accommodation on
" C " and " D " decks. The dining saloon, modelled
somewhat on the lines of the first-class, will have
seating accommodation for 300. In the large smoke-
room, panelled in Circassian walnut, will be comfort-
able settees and easy chairs. Adjoining will be a
tastefully arranged drawing or ladies' room. The
accommodation for the third-class passengers will be
provided in the forward part of " C " and " D " decks.
There is to be an open and covered-in promenade, a
large and well-appointed dining hall, in addition to
other public rooms. It will be electrically lighted
throughout, and the sleeping apartments wall be
spacious and airy. On the " E " or upper deck third-
class and crew spaces will be provided, and the " ¥ "
or main deck is to be fitted out for third-class with
two large dining saloons. The " G " or lower deck
will be arranged at the forward end for third-class,
while the aft will be utilized for the ship's provision
stores, mail and baggage rooms. The arrangement of
the kitchens and sculleries will be in keeping with the
advancement characteristic of the equipment and
fittings of the new liner. There will be the very latest
types of refrigerating plant, and some idea of the care
to be taken that the meat, fruit, fish, wines and other
items of table diet should be served as on shore, may
be gathered from the fact that each is to be stored in
its own separate compartment, where the temperature
is regulated to suit the particular commodity.
The Franconia will be equipped with the Marconi
wireless system and submarine signalling apparatus.
Electric lighting will be installed by Messrs. W. & C.
Martin, Ltd., of Glasgow, and there will be a power-
ful searchlight and telephones for communication
between the captain, chief officers, engineers and
others. When complete and ready to start on her
first voyage early next year, the Franconia will have
been constructed and fitted out in something like
record time. It is expected that she will be finished
in little more than fifteen months, counting from the
time when the keel plates were laid.
Messes. Wailes, Dove & Co., Ltd., have applied their
" Bitumastic " enamel to the bunkers and cellular double
bottom under engines and boilers, etc., and their " Bitu-
mastic " covering to tank tops in engine and boiler rooms,
refrigerating rooms and bunkers.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
47
T.S.S. rninconia.
1st Class
Lountre.
-^B*
^
■^ iM.ifiii«ir'^^^ni m'^m
m
' ' r rf-
-f K
U ,.
\A.
)
fw
>
Tfrj-
?^4i^
tl^^.
-^ v.
- -r/
2nd Class
Drawing Room.
Saloon.
48
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
ENGINES OF THE NEW NELSON LINE
STEAMERS.
These engines are of the Inverted Triple-Expansion
3 crank type. The cylinders are H.P. 31", I. P. 51"
L.P. 86" dia. respectively, with 54" stroke. They are
fitted with a piston valve in the H.P., Andrews &
Cameron's balanced slide valve in the LP., and a
A CHIEF ENGINEER'S CABIN OF
TODAY.
During the last twenty years, the many additions
made to, and the improvements in, recording instru-
ments, have been noted in our pages from time to time ;
while suggestions have also in recent years been put
forward in the course of discussions at the Technical
Type of Engines for Nelson Line Steamers.
double ported slide valve in the L.P. The reversing
engine is of the all-round type, the Edwards air
pump, two Bilge Sanitary and F".W. pumps being
driven ofT the L.P. engine. The engines are being
supplied to the four Nelson Line steamers by Messrs.
Cammell, Laird & Co. About 4,500 LH.P. is de-
loped with 75 revolutions. Separate main condensers
of the (Juiggin type are fitted. These are expected
to give a sea speed of 13 knots.
Societies, advocating the establishment of an instru-
ment room adjoining the chief engineer's cabin, where
records may be kept and observations taken of the
running conditions of all the vital details in connection
with the machinery.
We reproduce herewith the photograph of a chief
engineer's cabin, which shows several instruments
installed on the bulkhead, neatly fitted to appear not
too obtrusive, but as ornamental as may be, to avoid
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
49
the nightmare of constant shop to the eye of the cabin
dweller. In the corner above the bed is a switch-
board on which is placed a pilot lamp, with controlling
switch ; a fuse box ; a telephone to the captain and to
the pantry (no doubt this is suggesti\e of several
incidental thoughts, constructive and destructive) ;
switch for motor to drive a small lathe fitted in the
cabin ; switch for electric heated kettle, giving inde-
pendence from boots ; switch turn over for the tele-
phone ; a bell push to mess room and pantry and a
switch for ventilating fan. Adjoining the switch-board
is the speaking tube to the engine room, and a standard
thermometer fortesting the workingset ; a gauge sliow-
ing the fan pressure in the stokehold for the forced
of moisture in the atmosphere, etc. There are other
instruments which would be valuable additions to
those enumerated as fitted in the cabin, which is illus-
trated by the kind permission of the occupier, but an
office would be required added to the cabin to contain
them. The case before us is unifjue and worthy of
notice, so much so that we compliment the chief
engineer on his ingenuity and taste.
THE GRILLE WATER: TUBE BOILER.
A DESCRIPTIVE illustrated article on this boiler
appeared in our last issue, and we would now
add that, for the benefit of those interested in
Interior of a Chief [engineers Cabin.
draught steam-pressure gauge, small and finely graded
and well made, to show correct reading of pressure on the
main boilers; recording instrument for indicator paper
to show the diagram of each twelve hours' work in
fluctuations of boiler pressure ; the air pressure for
forced draught and the movements of the door into
the ship's use provision chamber, a necessary record
found useful in many cases where the attendant does
not realize what the frequent opening of a door into a
frozen-meat chamber means to the machinery and
those in charge of it; a hydroscope for testing the
humidity of the air, a useful instrument when chilled
meat is carried at a critical temperature ; an instru-
ment for showing the temperature with percentage of
moisture, critical point of moisture deposit and weight
steam generators, demonstrations under working con-
ditions— one of which we have witnessed — are being
carried out periodically at the works of Eraser and
Eraser, Bromley, E., to show that the Grille boiler is
not only a good steam generator, but a safe one to
work with in the event of a tube bursting, thus
blowing steam and water into the fire-box, whether
with the fire in full blast or with the damper closed.
The Solignac cartridge inserted in each of the tubes
at the water inlet is equivalent to a reducing nozzle ;
the flow of water is thus reduced proportionately to
the area of heating surface in the tube, and is con-
ducive to rapid evaporation, while in the event of a
tube bursting, the outflow of water is minimized. The
sectional arrangement of the tubes is worthy of note.
50
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, iqio.
MARINE ENGINEERS' CERTIFICATES.
REFERRING to the articles which appeared in
our July issue on this subject, we have now
been favoured with the reply given by The
Institute of Marine Engineers to the proposal now
under the consideration of the Board of Trade to
extend the sea experience of marine engineers, prior to
examination for second and chief engineers' certifi-
cates respectively, to periods of eighteen months.
The Council of the Institute is in accord with the
views expressed in the articles referred to, and as the
questions at issue deeply concern the ship-owning and
engineering communities, and what concerns them
affects the nation as a whole, we would call attention
to the correspondence published in the August issue
of the Transactions of the Institute, the more so as the
correspondence with the educational authority appears
to throw light on the later development. We endorse
in the main, the views expressed by the Council of the
Institute as to the technical theoretical service and
there seems no doubt but that the present method of
dealing with the workshop service alternative of
technical college service requires definitely defining
for the guidance of candidates and those who have to
exercise jurisdiction over them, and the examinations
which they require to pass. The object and intention
of the Board of Trade are evident and clear in respect
to the class of technical training necessary both as to
workshop ■ practice and theoretical training which
may be considered suitable as a two-third alternative
to the workshop. The specification of the type of
technical college with a laboratory is also clear, but
what appears to be wanting is a detailed definition of
the minimum course which may be accepted, setting
forth the subjects on which pass certificates must be
produced, including a laboratory course. The aim of
the training, both practical and theoretical, is to
equip young men for carrying out their duties as
engineers faithfully and diligently with an eye to
economy. The laboratory course is certainly useful
to the engineer and ought to make him a more valu-
able servant to his employers, a desideratum most
earnestly to be looked for on economic and national
grounds.
The " Maratah " Enquiry. — We understand that the
greater part of the evidence has been collected, but it is
expected that some time will elapse before the case is complete.
Damatene Co., Ltd. — This Company is issuing entirely
new catalogues, and all previous price lists are cancelled.
Engineers are requested to apply for the new li.sts.
Messrs. Cochran & Co., .\nn.an, Ltd., have supplied
to each the s.s.'s Malaespera and Ilheos their donkey boiler,
fitted with patent seamless furnace. To the floating dock,
Araujo Rinho they have supplied two boilers and furnaces.
Lectures on Law Relating to Engineering. — The
Council of the Junior Institution of Engineers (Incorporated
in conjunction with the Council of the Society of Engineers
(Incorporated), have arranged for a course of six fortnightly
Lectures on " The Law relating to Engineering," to be
delivered by Mr. L. W. J. Costello, M..\., LL.B. (Cantab.),
the first to be given on the loth October next.
Marine Engineer and Naval Architect. — We shall be pleased
to see visitors at our t,tancls .\'o>. 3 i and 58 at Olympia, during
the run of the Naval, Mercantile Marine and Engineering
Exhibition from the ist to 26th September, where we shall
b(^ pleased to give any information or assistance in our power,
and where literature on naval and mercantile marine affairs
may be had.
H.M.S " LION," THE WORLD'S RECORD
CRUISER.
Our Fifteenth "Dreadnought."
THE battleship-cruiser Lion was launched by
Viscountess Cliftien at Devonport on August
8th, in the presence of a vast concourse of
people. The ship has been built under the supreme
direction of Vice-.\dmiral C. H. Cross, the construc-
tive work being carried out under Mr. A. E. Richards,
manager, assisted by Messrs. Milton, Ottewill and
Lynning.
From tlie comparative table given below it will be
seen what an enormous advance the Lion represents
over the earlier battleship-cruisers. At present she is
the longest, heaviest and most powerfully armed war-
ship afloat : —
Lion. IndefatigMe. Indomitable.
Length (over all) ....ft. 700 580 562
Beam ft. 88* 80 78*
Draught ft. 27^ 27! 27
I.H.P 70,000 45,000 41,000
Speed knots 28-30 27-28 25-27
Displacement tons 26,000 20,000 17,250
Coal tons 3,500 2,500 3,000
Armament 813-5" 812" 812"
Main belt 9i" 8" f
Simpson Krupp Krupp
The armour of the Lion will extend from the upper
deck to seven feet below the water-line, and, being
manufactured by the new Simpson process, will have
over 30 per cent, more resisting power than the earlier
Krupp.
The main feature of the ship is the armament of
eight 13-5" guns, the first time these huge weapons
have been mounted on an English ship since 1S92.
These weigh 80 tons and throw a 1,250-lb. projectile
with an initial velocity of 2,016 foot sees., which is
sufficient to pierce 22 inches of steel at 5,000 yards.
They are mounted in four centre-line barbettes, so dis-
posed that four can be trained ahead, two astern and
all eight on either beam.
Fitted with turbines of 70,000 I.H.P., the speed is
expected to reach over 30 knots !
We give an illustration of the Lion as she will
appear at sea, which has been drawn from authentic
data. For this reason many details from current
"intelligent anticipation" plans maybe noted, notably
in the number of masts and funnels. The secondary
battery will consist of 4-inch guns to the number of
twenty or thereabouts. Their exact position on the
ship has not yet been definitely decided, but it is
understood that they will be distributed as shown in
our illustration.
A sister-ship, the Princess Royal, is at present urider
construction at Messrs. Vickers, Sons & Maxim's
yard, Barrow.
Thorn's School of Marine Engineering. — .\t the
examination held for extra first-class engineers in July, the
following candidate was successful, Mr. H. W. Hemy, at
West Hartlepool. He was prepared by Messrs. Thorn's
highly successful system of postal tuition, and passed the
first time up, making one hundred and ninety successes in
this grade from the establishment of Messrs. W. H. Thorn
and Son, 5, Waterville Terrace, North Shields. \ record
unattained by any other school.
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THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
WHITE STAR LINERS
"OLYMPIC" AND "TITANIC.
THE work on the Olympic is now so well advanced
that not only is it possible to appreciate the
frraceful lines of the hull, but to observe in the
development of the internal work of the vessel that
interesting transition from the plans to the actual
structure that is at once the delight and the reward of
the constructor. All the hydraulic riveting is now
completed, and various portions of the superstructure
are in evidence. While the steel workers have yet
much to do, they have made such progress that the
wood workers and others are able to get ahead with
their work in every direction, and the erection of the
state-rooms on the various decks is proceeding rapidly,
also the fitters' and plumbers' work throughout the
ship.
The work at the TUanic is also proceeding very
rapidly, and relative pi ogress has been made with the
construction of the machinery for both vessels.
A vessel with a rudder weighing 100 tons, beams
92 feet long, and steel plates 36 feet long, may be
naturally expected to afiord some interesting details
with regard to the machinery, and it may be mentioned
that each engine crank shaft weighs 118 tons; bed-
plate 195 tons; each column 21 tons, and the heaviest
cylinder with liner, 50 tons ; wing propeller 38 tons —
finished weights. The castings for the turbine
cylinder weighed 163 tons, and for the propeller, which
is of solid bronze, 22 tons.
It is expected to launch the Titanic in October next,
and the Olympic in May, 191 1.
NAVAL MATTERS-PAST AND
PROSPECTIVE.
(From our Own Correspondent.)
Devonport Dockyard.
THE cruiser Lmn was kumcheil on August 6tli, by Lady
Clifdun. Nothwithstanding the wet day a large
number of spectators were present, including a party
of cadets from the American training cruiser Newport, which
had come into the Sound that morning. The Lion will be
the largest, fastest and most powerful cruiser in the world,
being 720 feet overall, with a beam of S8| feet and a
displacement of 26,000 tons, while her engines are to develop
70,000 horse power and give a speed of 30 knots. Her main
armament will consist of eight 1 3-5-inch guns arranged in
four central turrets and her armour protection will extend
from the upper deck to about seven feet below the water line.
The barbettes are so arranged that the second and third are
raised above the foremost and after ones, for all the guns to
be fired both ahead and astern. Her measurements exceed
those of the Indefatigable as follows : — Length, 124 feet ;
beam. 8i feet ; displacement, 6,000 tons ; horse power,
25,000, and speed, 3 knots. The Indefatigable is making
good progress and will be ready for her steam trials by the
beginning of November. The inquest on the victims of the
recent explosion in the cruiser Sutlej was concluded at the
Royal Naval Hospital on August ioth,when the jury found
that the explosion was due to a worn tube caused by corrosion.
The cruiser Niobe is expected to leave for Halifax, Nova
Scotia, to take up her duties in the Canadian Navy about
the middle of September. The sloop Espiegle is to be
recommissioned on September 6th for service on the East
Indies Station, to take the place of the Lapwing, which has
been paid off at Bombay and placed on the sale list. One
of our vessels, too, has been placed on the sale list — the
destroyer .Suvrdfish, a 27-knot vessel, which was built fifteen
years ago. Tlie Lords of tlie Admiralty made their annual
inspection at the end of July, during which Rear-.Admiral
Sir John Jellicoe, tlie Controller of the Navy, and Mr.
Marshall, the Director of Dockyards, heard about forty
<leputations of workmen, who were accompanied by Alderman
Jenkins, of Chatham. Admiral Sir Wilmot Fawkes visited
the Royal Naval Engineering College on July 27th and
presented the prizes to the last batch of cadets who entered
under the old regime. The Commander-in-Chief said that
there was general regret at the closing of a college which had
achieved remarkable success during its thirty years' existence,
the engineer-officers trained there now controlUng machinery
of six millions horse power. The college was closed four
days later. The half-yearly prize distribution to the boy
artificers who were recently transferred from Chatham was
held on .August 5 th on board the Indus V., the awards being
presented by Engineer Rear-Admiral G. Elbrow. The
.Admiral in addressing the boys said that the training of boy
artificers was, to his mind, a very important matter and
worthy of all the attention that could be bestowed upon it.
It has been officially announced that Rear-.<\dmiral R. H.
S. Stokes is to succeed \'ice-.Admiral Cross as admiral-
superintendent, and he is expected to take up his duties in
September.
Chatham Dockyard.
The Japanese cruiser Ikonia arrived here on July 27th
and was taken into the steam basin, the officers ne.xt day
being entertained to dinner by Commodore Thursby and the
ofiicers of the Royal Naval Barracks. Entertainments for,
both officers and men were provided by the naval ami civil
authorities, and our Japanese guests enjoyed themselves
remarkably well. The cruiser remained a week and then
went on to Portsmouth. .Admiral Sir Charles Drury, the
Commander-in-Chief at the Nore, and Lady Drury gave a
farewell reception at .4dmiralty House on August 2nd to
Captain Shoji and his officers, who were previously entertained
to dinner by Rear-.\dmiral Ommanney, the superintendent
of the yard, and Mrs. Ommanney. The mine-layer Andro-
mache, which with other vessels had been carrying out
exercises in the North Sea in connection with the mobilization
on the East Coast, returned on .-Vugust 2nd. Her boats and
davits on the starboard side had been crushed, the steamship
Neapolitan Prince, which was being used as a transport,
having colhded with her the previous night when leaving
Harwich with troops for the " Invasion " of Kent. The
A ndromache was at anchor at the time of the accident. The
cruiser Naiad, which has been fitted at a cost of upwards of
^30,000, for service as a mine-layer, was commissioned on
August 23rd by Captain Heneage, late of the Andromache,
for service at Portsmouth. When the repairs of the Naiad
were stopped at this yard five years ago, and she was put
among the non-effective vessels, it appeared as if her days
were numbered, but in common with many other old ve.ssels
a use has been found for her, and she will no doubt do much
useful work before she gets to the ship breakers. The Naiad
is the sixth cruiser of the Apollo class to be commissioned as
a mine-layer. She has been fitted with wireless and armed
with si.x 6-pounder quick-firers, being the first mine-layer
to be armed. The Intrepid, which is being similarly con-
verted, will be ready by the end of the year. The destroyer
Scorpion has been delivered from the works of the Fairfield
Shipbuilding Company, and will be commissioned for service
in the First Flotilla. The destroyer Ferret has been ordered
by the .\dmiralty to be broken up. The vessel, which was
delivered from the builders in 1893, distinguished herself
a year ago by cutting through the boom defence at Ports-
mouth, for which purpose she had her bows specially
strengthened. Submarine C}}, has been completed and will
shortly be commissioned for service in Section 4 Flotilla,
at Portsmouth. Good progress is being made with the two
other vessels C34 and C35.
Sheerness Dockyard.
Two vessels have recently come into ilockyard hands for
repair. On .\ugust 2nd the destroyer Ranger, of the Nore
Flotilla, arrived for the repair of damage received through a
coUision with the pier head at Yarmcnith while attending
on Section 3 of the submarine flotilla on a cruise along the
East Coast. Two blades of the port propellor were broken,
the cone of the propelling shaft was damaged, and the shafi
was out of line. The following day Torpedo Boat No. 11,
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
55
arrived with her stem damaged, as the result of a collision
with the sea wall at the eastern entrance to Dover Harbour
while taking part in a night attack. The tor])edo-gunl)oat
Hebe, which was recently damaged in coUision in the North
Sea, is being repaired and is not exjiected to be out of hand
for another two or three weeks. Submarines Ci, Ci and C4,
which have been refitted, left at the end of July to resume
duty at Harwich in Section 3 of the submarine flotilla, and
on .\ugust 4th Cy, C& and Cg came in for refit. The tug
Robust left at the end of July with two lighters and a party
of riggers for Scottish waters. Proceeding first to Dundee,
the riggers have to relay the moorings of the submarines
serving in Section 7, after which they go to Cromarty and
put down moorings for the battle practice targets of the
Home Fleet and also for an oil fuel vessel at Invergordon.
Commander Munro is superintending the work. Engineer
Rear-Admiral E. Little has taken up duty on the staff of
.Admiral Sir Charles Drurv. the Commander-in-Chief at the
29th last, and when completed will liave a displacement of
22,500 tons. As to the Neptune, it is expected that her
steam, gunnery and other trials will take place towards the
end of September. The vessel is fitted as a flagship, and it is
understood that she is to take the place of the Dreadnought
as the flagship of .Xclmiral Sir William May. the Commander
in-Chief of the llon>e I'leet. Satisfactory progress continues
to be made with the new lock and dock. The excavations
are well forward and the masonry to form the foundations
has been commenced. The second-class cruiser Rainbow.
which has been purchased by the Canadian Government, has
left for Esquimau, to begin her duties in the Dominion Navy
under the command of Commander J. Stewart. The vessel
was on the non-effective list for five years and was moored
at the Motherbank. Her refit was very extensive, especially
in connection with her machinery and boilers. She has been
equipped with wireless and fitted with two 6-inch quick
firers as well as smaller guns. An e.xplosion which caused
The building of the White Star Liners Olympic and Titanic, at Belfast.
Nore, vice engineer Rear-Admiral R. B. Priston, who had
occupied the post for the past two years. The latter officer
has since retired from active service. This is Admiral
Little's first employment since his promotion in August of
last year, at which time he was serving in the battleship
King Edward VII. on the staff of Vice-Admiral Sir Archibald
Berkeley Milne, commanding the second division of the
Home Fleet. The results of the examination for the entry of
apprentices are not at all encouraging to us. At one time
the boys of this port were in the front rank, and several
prominent officials received their education in the Sheerness
elementary schools before becoming apprentices. This year,
however, the first Sheerness boy obtained only i ,029 marks,
and he would have been 161 st on the list in all the yards.
Portsmouth Dockyard.
The battleship Oiwn was launched by Lady Winchester
on August 20th, her launching weight being about 8000 tons,
the same as the Neptune. She was commenced on November
several injuries to two officers and two men and resulted in
three others being burned occurred on August 6th in Sub-
marine A I in Portsmouth Harbour. This vessel has had a
remarkable run of ill luck. When she was being completed
at Barrow in February, IQOJ, there was an explosion on board,
seven men being injured, w'hile in March of the following
year she was struck by the liner Berwick Castle and sunk in
Spithead, eleven lives being lost. The Japanese cruiser
Ikoma arrived on August 4th and left on the loth, receptions,
dinners, garden parties and so forth being the rule. Captain
Shoji has expressed to the Commander-in-Chief through the
Japanese Naval .\ttache the pleasure the visit had afforded
himself and his shipmates and his thanks for the hospitality
they had received. Two days after the Ikoma arrived a
Russian squadron, consisting of the battleship Cesarevitcli,
flagship of Rear-Admiral Mankowsky, and the cruisers
Slava, Bogatyr and Rurik. came in on a five days' visit.
The sailors of the two nations that were only a few years ago
54
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
at war fraternized and were the best of friends. Needless
to say the Russians were entertained in the same lavish
manner as the Japanese visitors. Portsmouth boys have
again good reason for congratulation, as at the entry examina-
tion for dockyard apprentices a Portsmouth boy headed the
list with 1,317 marks out of a possible 1,500. It is not often
that engineer-officers come in for decorations, and it is all
the more pleasurable, therefore, to record the fact that on the
King's recent visit to the fleet Engineer-Commander J. T. H.
Ward, of the Royal yacht .Victoria and Albert, was decorated
with the Royal Victorian Order.
Pembroke Dockyard.
A brief reference was made last month to the launch of the
Blonde by Lady Williams. The vessel, whose keel plate was
laid on December 6th, is an unarmoured cruiser, a replica of
the Blanche. Her engines will produce 18,000 horse power
and her speed is estimated at 25 knots. Her turbine machinery
is being fitted by Messrs. Cammell, Laird & Co.. and her
armament will consist of ten 4-inch guns, a Maxim and two
torpedo tubes. She will have but one mast for wireless
telegraphy. The Blanche is now carrying out her trials,
which are to be completed on August 28'th. She will shortly
afterwards be commissioned by a crew from Chatham, to
which port she is to be attached. The first keel plate of the
new unarmoured cruiser was laid in No. 5 slip on July 27th
by Mrs. Mundy, wife of the captain-superintendent. The
vessel is not to be called the Barrosa after all, it having been
officially announced that she is to be named the Active and
her sister cruiser, which will be begun later in the financial
year, the Ainphion. The last Active, a cruiser of 3,080 tons
disappeared from the " Navy List " about a dozen years ago,
while the Amphion was only taken off the effective list in
1905. The new ship will be the fifth vessel of the Boadicea
class to be built. Externally, except at the bow, she will be
the same as the Blonde, Blanche and Bellona, but she will be
six inches wider and have fifty tons more displacement than
the Boadicea. The Active will differ from her sister vessels
in having a ram bow below and an .Aberdeen bow above
water, the others having the ram below but being practically
vertical above water. The vessel does not appear to be
making such rapid headway as the previous ships have done,
this being due to the fact that but little work had been pre-
pared beforehand, the necessary material not having been
available. During the manoeuvres ten torpedo-boats were
detained here for a week for want of oil fuel. This fact
should awaken the Admiralty to the necessity of maintaining
a reserve of all kinds of fuel at this yard. In war time such
an occurrence might prove to be very serious.
THE NAVAL, MERCANTILE MARINE AND
GENERAL ENGINEERING EXHIBITION.
BY the time this journal is in the hands of our
readers the Marquis of Graham, C.V.O., will
have formally opened the Naval, Mercantile
Marine and General Engineering and Machinery
Exhibition at Olympia, London. The show promises
to be one of exceptional interest to naval architects,
shipbuilders, engineers and machinists generally.
Many of the latest inventions in connection with all
branches of engineering practice will be on view for
the first time. Machine toolmakers are particularly
well represented. The exhibitors include leading firms
of manufacturers and engineers in London, Glasgow,
Birmingham, Manchester, Leeds, Bradford, Hudders-
field, Hull, Edinburgh, Sheffield and other industrial
centres. The exhibits comprise metallurgical pro-
cesses and raw materials, castings, machine tools and
appliances, lifts, lifting appliances, shop tools, con-
tractors' plant, grinding and crushing machinery,
tubes and fittings, transport plant, engineers' stores,
fire appliances, packings, mechanical stokers and con-
veyors, warming, lighting, sanitary and ventilating
apparatus, dockyard plant and gas, steam and oil
engines, etc.
Special meetings of several engineering and scien-
tific societies will be held at Olympia during the period
of the Exhibition. The programme of events as at
present arranged is as follows : —
Tuesday, Sept. 6th Junior Institution of Engineers.
Wednesday, „ 14th Institute of Metals.
Thursday, „ 15th Institute of Sanitary Engineers.
Saturday, ,, 17th Institute of Marine Engineers.
Wednesday, „ 21st Society of Engineers.
Saturday, „ 24th Assoc, of Engineers in Charge.
Provision has been made for the admission of work-
shop parties, etc., engineering and technical students,
at reduced rates, who will be able to take advantage
of the excursion trains that are run to London during
the month of September by all the leading railway
companies. The Exhibition will run from Septem-
ber 1st to September 26th, both days inclusive. In
our October number we shall describe the exhibits.
RECIPROCATING AND TURBINE
MACHINERY. .
THE combination set of reciprocating and turbine
machinery for marine propulsion has not been
adopted yet to any extent, but the fact that
enquiries have been made to discover the advantages
to he gained by the combination, added to the know-
ledge of a repeat order being given by one steamship
company, go to show that there is reason to expect
an extension and development in the combination.
The members of the firm which gave special attention
to the turbine and its possibilities in the initial stages
of its introduction to marine work proved the courage
of their convictions by the part they took. The justi-
fication of those convictions has since been manifested
in many directions. In the combination set it becomes
necessary to make provision for cutting out the
turbine when going out of or coming into port, so that
the reciprocating engines may have perfect freedom of
action to carry out the sharp and frequent movements
necessitated in compliance with the orders of the tele-
graph from the bridge. It is only a degree less im-
portant to make provision for reducing the action of
the turbine gradually and imperceptibly by means of
a handy gear which admits of ready adjustment. In
order to afford facility for examination and overhaul
in the event of one or other of the condensers giving
out at sea, a reliable and safe connection is necessary
to shut off either side. To deal with these problems
the firm already referred to has set itself, and two
patents have been taken out for gear and appliances
to cover the requirements by Mr. James Denny and
Mr. J. Irving, the chief draughtsman in the engine
works, Dumbarton. The one patent deals with the
manipulating of the steam supply to the turbine
without affecting the reciprocating engine ; the other
deals with shutting off the condenser safely while
underway when the necessity arises.
The illustrations which are attached to the specifi-
cations setting forth the claims of the patentees we
herewith reproduce, as they show clearly the arrange-
ment of the shut-off valve in connection with the
condensers for dealing with the exhaust vapour and
steam (Fig. i), and the method is also shown by which
the valve and gear regulate or entirely shut off the
steam supply to the turbine readily and promptly
when found to be necessary (Fig. 2).
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
55
Fig. I.
Fig. 2.
(See Reciprocating and Turbine Machinery.
COMPARISON IN SHIP DESIGN.
IT has often been remarked that there is a very wide
difference in the nature of the problems which con-
front the civil and mechanical engineer and those
which confront the naval architect. The civil engineer,
for example, has to design a structure which may be,
and often is, comple.x, but which is, to a much greater
extent than can be claimed for a ship, determinable.
He may be beset by difficulties relating to wind
pressure, to the nature of his foundations, and to
change of temperature. But in all these he also has
the benefit of reliable experimental data, and he can
make a reasonable estimate of the magnitude of the
actual forces with which he has to deal. In a sea-
going vessel, however, no such estimate can be made.
No one can say, even approximately, what actual
deforming forces the structure must resist. The
whole mass is constantly in motion, and is, besides,
susceptible of an infinite variety of methods of loading
which cannot be predicted with certainty. A ship
also possesses far more elements of redundancy than
the majority of land structures with which we are
acquainted. Imagine for one moment the difficulty
of designing from first principles a web-frame ship,
with its ordinary frames, its web frames and side
stringers, its cellular double bottom consisting of
mutually-dependent floors and girders. The design
of such a vessel is an enormously complex business,
and we have little doubt that these inherent difficulties
will go far to explain why it is that empirical methods
have so long prevailed in ship design, and why ship-
building generally has been for so long the peculiar
preserve of the " practical man."
If the difficulties indicated above be understood, it
will be easy to understand also that the essence of
ship design is in the nature of a system of scientific
comparison. It has been found out from experience that
a certain vessel, or type of vessel, has given satisfac-
tion under certain conditions. We take, therefore,
that vessel or that type, and we use our knowledge of
the principles which govern the correct combination
and disposition of materials to enable us to obtain a
relative solution of the problem we are dealing with.
Further, we may use that knowledge to examine and
compare different parts of the structure, and, assuming
the same conditions in each case, to determine whether
or not it might be possible to reduce the material at any
given part. The whole investigation, however, is a
comparative one, and it becomes of great importance
in making it not only to know one's subject thoroughly,
but also to take mto due account all the factors which
differentiate one case from another.
Now it is very seldom that one finds that this is
done. Take, for example that very large and im-
portant amount of investigation involved in the exami-
nation of the strength of ships. Again and again it is
foimd that the most incorrect comparisons are made,
and it would sometimes appear that a mere statement
of the different moduli of resistance of various sections,
or a simple application of some bending moment
formula, provides a magically easy solution of the
most difficult problems. It is quite forgotten, if it is
known, that the ordinary approximate theory of
beams depends on some half-dozen assumptions, and
is only valid if these preliminary conditions are ful-
filled. In making a comparison of the strengths of
56
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, igio.
frames or beams, due regard should be had to the
nature of the end constraints in each case, to any
defect in the continuity of the section, to any want of
symmetry in one section not existing in the other. It
would be wrong, for example, to compare a bulb tee
beam supporting a wood deck with a bulb angle beam
also supporting a wood deck, and to take no account
of symmetry of section. Suppose, again, that we are
comparing a system of beams supported in one case
directly by pillars, and in another case supported by
widely-spaced pillars and girders. The pillars in the
latter case would be spaced certainly about 20 ft.
apart, and perhaps would be much wider. The inter-
mediate beams would be supported by the strong fore
and aft girder at the heads of the pillars. As the span
between the pillars in the latter case is increased, more '
material is put into the girder, enough probably to
keep the normal stresses to which it is subject con-
stant, but certainly not enough to keep its stiffness
constant. Due to the load received from the inter-
mediate beams, the girder will deflect sensibly, and
the intermediate beams themselves will then be in the
position of continuous girders with the intermediate
supports subsided. In the former case, with each
beam supported directly by a pillar, the amount of
vertical deflection under the support may relatively be
disregarded, and it is easy to see in the latter case
how fundamentally the bending moments along the
beam may be altered in disposition, and how the
stresses may be increased in magnitude. We have
never seen, however, any account taken of this, nor
any proposal to increase the material in the girder on
the ground of providing increased rigidity. In fact,
rigidity as such receives far too little attention at
present, especially in oil work, where, for obvious
reasons, it is especially important. It would be easy
to design a deep frame for an oil vessel to give equal
strength to the usual web-frame arrangement with
considerably less rigidity. Instances connected with
the subject of beams might be multiplied from ordinary
practice ; they will easily occur to the reader and need
not be elaborated here.
The design of pillars, again, provides many instances
of incorrect comparison. It is not an uncommon
thing to find a pillar of unsymmetrical form substituted
for one of symmetrical form —a single channel for a
double channel, for example. The same amount of
material may be in both, yet the least moment of
inertia of the substituted pillar may only be a frac-
tional part of that which it replaced. For similar
pillars, also, the principle of similarity is often used
irrespective of the type of end fixing, and pillars
having no bracket connections at their ends are com-
pared on the same basis with those which have.
Another common error is to suppose that a round
hollow pillar is necessarily made stronger by an
increase in the diameter accompanied by a decrease
of the thickness. It might be so if primary flexure
alone be taken into account, but it has been recently
and very clearly shown that our ordinary pillar
formula are defective in the respect that they do not
take account of secondary flexure. Such a pillar
might quite easily fail in this latter manner, and in
applying the ordinary pillar forniulrc in a comparative
sense, it is necessary to bear this consideration con-
stantly in mind, in those cases to which it is applicable.
In comparative investigation of strength there is one
other piece of forgetfulness of which mention might be
made. It is too often forgotten that those shear and
tensile stresses of which we speak so easily, are after
all, only component stresses resolved, for the sake of
convenience, in certam definite directions. It by no
means follows that they represent the maximnm
stresses to which the material is subject. It may
quite well be, and often is, the case that a tensile
stress of a lesser amount when combined with the
correct tangential stress, gives a principal stress much
in excess of that existing in a material bearing a
higher tensile stress. There is an application of this
which is interesting because it is an outcome of quite
recent practice. It is becoming quite common to
depart from the ordinary forms of girders under beams
consisting of double channels or double angles, and to
fit, say, a flanged plate with the flantje reinforced by a
I
-Mr
1 !
continuous rider plate. The sketch shows the form
of construction adopted, the flanged part of the plate
being supported from the beams by brackets placed
at suitably close intervals.
Now to increase the head room the girder is often made
as shallow as possible, and the material is concentrated
on its lower edge, and it would be quite easy, so far
as tensile stresses are concerned, to make it equivalent
to the double channels or double angles more usually
fitted. That, however, is only a partial view, and the
principal stresses might vary considerably. If a point
on the web just below the flanged part be considered,
it will be found that the shearing stress there, does not
differ by a very great amount from the maximum
shear in the web. In addition, the shear stress is high,
because at the point where the web crosses the beam
the former is much reduced. Also at a point just
below the flanged part, the tensile stress will not diff'er
sensibly from the maximum tensile stress incident
upon the outside fibres. It follows, then, that you
have to compound a tangential stress not much
reduced from the maximum, with a normal stress also
not much reduced from the maximum, and the result
may be a principal stress of an unduly high amount.
Thus a tensile stress (under certain assumed condi-
tions) of 9 tons per sq. in. when compounded with a
shear stress of 8 tons per sq. in., gives one principal
stress of about 13J tons per sq. in. This arrangement
may have been compared with another one in which
(under the same assmned conditions) the tensile stress
was 10 tons per sq. in. and the shear stress 4 tons per
sq. in. These compounded give a value for one
principal stress of ii| tons per sq. in. Looked at in
the usual way the former arrangement of flanged
plate is stronger than the latter, whereas the rexerse
is true. An example like the above shows very clearly
how fallacious it is to make one particular component
of stress the determining factor. The same considera-
tion enters into the few cases in which a ship designer
requires to consider torsion, and indeed the general
necessity for correct comparison extends over the
whole field of ship design. More particularly is this
the case in questions of propulsion, but this may be
conveniently referred to later.
September, igio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
THE LANZ TORPEDO-BOAT ENGINE.
IN the review of the Brussels Exhibition, published
in the July number of this journal, mention was
made of a very interesting torpedo-boat engine
made by Mr. Henrich Lanz, of Mannheim, by whose
courtesy we are enabled to publish the description
given below.
The most important departure from usual practice
is in the method of steam distribution, and before
describing the details it will be of interest to discuss
the reasons for the cliange. Up to within a few years
the marine engine was more, or at least quite as
economical as the best type of stationary engme, but
now the latter is far in advance of the standard slide-
valve marine engine. Probably the chief reason for
this superiority is the general use of superheated
steam, but, in addition, there have been great improve-
ments made in the valve gear. With the ordinary
slide valve there is a continual wire-drawing through-
out admission of the steam, also the alternate contact
of hot and cold steam on the valve surfaces causes
much initial condensation. Corliss and Poppet vahes,
by their (juick opening and closing and from the fact
that separate valves are provided for steam and
exhaust, have largely eliminated these losses.
Although superheated steam is used with more or
less success with all kinds of valves, general expe-
rience, at least for high temperatures, points to the
double-seated Poppet valve as being the most suitable.
In this country very little has been done to apply
superheated steam to marine engines, but on the Con-
tinent, where there is an ever-increasing recognition
of its possibilities, it has been found that wherever
used economy has resulted. The only detriment has
been increased wear and tear on slide valves. The
superheating apparatus is far beyond the experimental
stage and presents no difficulty. The Lanz system
combines all the advantages of the Poppet valve,
allows the use of superheated steain without excessive
wear and tear, and is a notable simplification of the
standard slide-valve arrangement. Referring to F"igs.
I and 2, which show a section through a cylinder
and valve passages, it will be seen that there are two
Poppet valves at either end of the cylinder, one for
exhaust and the other for steam. The valves are
kept on their seats by long spiral springs. Midway
down the cylinder is a shaft carrying two cams, one
for each valve line. The cam is shaped so that the
valves are opened quickly (without causing wire-
drawing), kept wide open for practically the whole
period of admission or exhaust, and then closed at
once, but without noise or shock. The valves have
very narrow seats, and as the springs are long, the
load on the actuating mechanism is small, especially
when compared with that caused by flat slide
valves. The application of the valve gear to the
engine shown at the Exhibition can be seen from the
front view in Fig. 3. It is of the four-cylinder
compound four-crank type, having one H.P. and three
L.P. cylinders all of the same diameter, enabling the
same parts to be interchangeable for each piston line,
and thus the number of spares required are a mini-
mum. The leading diminsions are : —
H.P. and L.P. cylinders, diam., 1,000 ""/„.
Stroke, 500 "/„.
Steam pressure, 16 atmospheres or
Normal horse power, 6,500.
So far as the framework, connecting rods
5t
40 lbs.
and guides
Fig, I.
are concerned the usual torpedo-boat construction is
followed, but as all the valves are at the back of the
Fig. 2.
engine the cylinders are brought close together,
shortening the receiver pipes and eliminating the four
ill:
complicated, troublesome sets of eccentrics and re-
versing links, etc. The simple, plain appearance of
58
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
the engine is at once apparent. Each cylinder is fitted
with four valves like those shown in Fig. 2. The
control and reversing gear is at the H.P. cylinder end
of the crank shaft, which is lengthened to take three
eccentrics. By axial displacements of a spindle inside
the shaft with slanting teeth these engage in corre-
sponding teeth of the eccentrics, and by means of the
cranks are displaced 180 deg. to each other, and the
forward pair are at 90 deg. to the after pair, thus a
regular supply of steam is assured to each cylinder
and the turning movement is good.
The eccentrics mentioned serve for the movement
of the hollow eccentric shaft (Fig. 3), which carries
two double cams for operating the valves of the H.P.
Fig. 3-
vertical hand-wheel seen in Fig. 3, tiie reverse
can be effected. The arrangement of_ teeth in the
eccentrics can be seen in Fig. 4. The slanting
teeth are adjustable in order that the cut-off may be
varied in the H.P. and L.P. cylinders. Adjoining-
cylinder. The second eccentric serves for the hollow
shaft carrying the cams of the L.P. cylinder ne.xt to
the H.P., while the third eccentric works the inside
shaft, which extends the whole length of the engine
and carries the cams for the other two L.P. cylinders.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
59
Each of the control shafts runs in ball bearings, and
they are arranged so that the short shafts telescope
over the long ones, but they do not touch each other.
From the above description it will be recognised
that this engine is especially adapted to torpedo boats,
and to illustrate its compactness and small weight the
makers have drawn the comparative diagrams (Fig.
5), which show the space occupied by the Lanz
engine and a Zoelly turbine; the engine is taken at 250
revolutions per minute and the turbine at 650. The
relative space occupied can be readily seen. The
weight of the engine is 50 tons and of the turbines 52
tons, but as the latter requires a very high vacuum
the weight of its condensing apparatus is one and
a half times that required for the engine.
In conclusion, it may be pointed out that the valve
gear is by no means new — the makers have used it on
other engines for years — and as the engine compares
so favourably with the turbine, marine engineers will
watch with interest any warship to which it may be
fitted.
CROSBY'S WATER ARRESTER AMD
CHIME SIGNALLER FOR STEAM
WHISTLES.
CONSIDERABLE attention is now being given
to the proper provision of means for ensuring
the certainty of action of steam whistles as
signalling devices, and as is well known one of the
causes of failure is the presence of water in the whistle
pipe. The Crosby Steam Gage & Valve Company,
of London, are putting on the market a new design of
water arrester, adapted to separate the water from the
steam at the whistle, and ensure the supply of steam
only thereto. In the adjoining illustrations. Fig. i is
i*?i*r f^ \__t^ (*«#f'
Fig. I.
a part sectional view of this arrester, which consists
of a jacketed chamber to which the steam pipe from
boilers is connected at the bottom where an upwardly
extending nozzle is arranged. Within the chamber
is another chamber depending from the cover, having
a series of perforations in its side walls, and a drain
pipe leading to the lower part of the main chamber
from which the water is led away by a drain pipe.
Any water driven up the whistle pipe is projected
against the bottom of the internal chamber which,
being of a special form, deflects the water downwards.
Fig. 2 shows the device in position with the whistle
attached, and also an electrically controlled apparatus
of a chime attachment which we shall now describe.
This arrangement is an automatic timing device con-
sisting of a cast-iron box containing a substantial
clockwork movement, operating a set of electrical con-
tacts. A mechanical switch is provided for setting the
Push
Button
FOR
Sudden
Blasts
H
TimeSwvitch
Mechanical
ONLY, FOR
REGULAR.
INTERVALS
BETWEEN
Blasts
Battery
Box -
ilin
Diagram of —
Electric Connections.
fig- 3-
i>>
Whistle
Solenoid
time intervals and an electric switch or push button for
obtaining sudden blasts. These can be obtained at
any time without interfering with the clockwork which
can remain set for intermittent blasts. Fig. 3 shows
6o
THE MARINE ENGINEER AND NAVAL ARCHITECT. September. 1910.
diagrammatically the switch battery and electrical
connections. It will be seen that there are three
distinct contact variations ; assume that the switch is
rotated by the clockwork, one revolution in four
minutes, then according as to whether contact is made
twice, four times or eight times per revolution, one gets
1 20 seconds, 60 seconds or 30 seconds intervals
between the blasts. The current for operating the
whistle is extremely small and can readily be obtained
from batteries, if it is desired to be independentof a light-
ing or power circuit. The current acts on a solenoid con-
tained in the small case to the left of the whistle valve
(Fig. 2), which in turn operates a \alve on one side of a
balanced piston which is open to the atmosphere.
This destroys the balance of pressure ; the auxiliary
valve is opened by the steam which in turn opens the
main valve, the action being practically instantaneous.
It will be noticed that a push button circuit is pro-
vided for sudden blasts.
THE "TRIDENT" FIREBAR.
ONE more patent fire-bar has been placed on the
market to compete with those already in use
and going out of use. There are others under
discussion akm to the moving bars found in general
use on land boilers, and, should success crown the
efforts of the experimenters, we may see the mechanical
stoker also e\olved for marine work. There is an
opening for such an evolution in the stokehold, in-
volving a possible revolution from present modes and
methods of firing. The Trident fire-bar, having been
fitted to several steamers on trial, is claimed to have
a longer life than the ordinary bar, while it is lighter
in the aggregate per furnace, due to its shape. By its
use the formation of clinkers adhering to the bar is
prevented, with consequent ease in cleaning fires.
The bars, it will be seen from the illustration, have
grooves which are filled with fine ash to prevent the
clinker gripping the cast iron. These bars have now
seen service for over a year and a half with results
which presage a considerable extension in their adop-
tion for marine as there has been for land boilers. As
a proof of the success of the Trident fire-bars it is
worthy of special attention that since the end of 1908
no less than 400 steamers have been supplied with
them, many of these being owned by large companies
sufficiently conservative to justify the comment that
their adoption in these cases is itself a guarantee of
improvement over other types of bars, especially
when the bar is included in the specification of new
steamers. The intention and design of the Trident
bar are in the direction of economy, not so much of
coal as of fire-bars, but incidentally the advantages
gained on the one hand in outfit and upkeep by the
adoption of this type of bar also reflect very favourably
in the direction of the fuel consumption ; on the
other hand, in conserving heat and preserving the
bars and preventing the clinkers adhering to them ;
the furnace doors will thus be opened for shorter
periods to clean fires, and to renew bars seldom or
never. The clinkering on and adhesion to fire-bars
was a grievous trouble with forced draught, especially
when first introduced. The difficulty was overcome
to some extent by grooving the ordinary bar and
filling it with ash or sand, but it was found in practice
that the groove soon became non-effective ; the sur-
face of the groove was too shallow. The Trident
bar, on account of its formation, has a deeper groove
and wider, due to its shape. It is therefore not so
liable to have the clinker sticking to the bar, with the
consequent lessening of work by the firing tools to
remove it. The formation of the bar renders the air
courses from the ashpit to the grate surface much
easier, while the cooler bar tends to a more gradual
heating of the air in its passage. The vohmie is thus
kept greater right up to the time of uniting with the
fire. The bars can be fitted to any existing furnace ;
no changes are necessary. One set of ordmary bars
weighs more than a set of the Trident bars ; the
quantity is much reduced, approximating, say, two to
three of the former to one of the latter. The gross
weight of a set of Trident bars is thus less than a set
of common fire-bars. The extra cost of the foimer,
by reason of the shape and formation, with its several
advantages places the Trident in a good position for
competing in the market, even on its comparative price,
with the ordinary bar. The Trident firebar is placed
on the market by the Liverpool Patents Co., Ltd.,
9, Rumford Street, Liverpool. The firm has also an
agency in London, and a model of the bar is on view
in the Machinery Section of the Exhibition at Shep-
heid's Bush.
LIFE-SAVING APPLIANCES ON
CARGO STEAMERS.
RECENTLN'. in lining the master of a coastnig
steamer £$ and costs for permitting the life-saving
appHances on his vessel " to become defective and
unfit for use in various respects," the presiding magistrate
in Falkirk Sheriff Court said that it should be better under-
stood and remembered that the Legislature in making the
regulations under the Merchant Shipping Acts as to hfe-
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT^
6i
saving appliances had in view the Uves of seamen as well as
of passengtTs. An agent on behalf of the master stated that
the annual ovorliaul of the vessel was shortly to have taken
place, but " unfortunately " while the vessel was lying at
Redcar, near Middlesbrough, an othcer of the Board of Trade
visited the vessel, and as a result the complaint had been
made. In the interests of seamen of all classes, of officers
and engineers, and even of the cajitains themselves (who
may often enough be the timid slaves and victims of cheese-
paring owners and managers) more " unfortunate " visits
of the kind should be paid to cargo-carrying vessels — and
to passenger-carrying vessels as well. About this time
last year the master of a Sunderland steamer was
at Newcastle fined £25 and costs for havmg whilst on a
voyage from the Tvne to Rouen and back to Blyth, neglected
to keep the hfe-saving appliances in such a condition that
they might be at all times ht and ready for use. An agent
on behalf of the Board of Trade said that " of the tweiity-
thrce hfe belts on board nineteen were absolutely unservice-
able, owing to the tapes and canvas covers being quite rotten.
In addition the eight Ufebuoys on board were in such a con-
dition that when tested four of them sank." That in the
case of lifebuoys, as ordinarily made and carried, ileterioration
is rapid and insidious and may not always be observable
or even suspected, is quite understandable. Lifebuoys as
usually made — a ring of cork built up of httle pieces, more
or less firmly joined together, and covered with canvas —
and exposed as they are to all conditions of weather, are
subject to rapid deterioration. The canvas wears and
becomes rotten or gets cut and thus allows rain and sea water
to get below the surface until the buoy becomes sodden and
water-logged. Unless constantly seen to they prove, in an
emergency, more Uke " death-traps " than life-saving media.
Metalhc Ufebuoys, of copper alloy, having the approval of
the Board of Trade and other bodies, and now largely fitted
on high-class passenger, river, channel and ocean-going
steamships — especially those trading in Eastern waters
and hot climates — are exempt from such latent and
serious defects as are referred to. Although the first
cost of the patent metalhc lifebuoys made by Joseph
Sankey & Sons, Ltd., BUston, is greater than the ordinary
cork and canvas article, they last, with ordinary care, as
long as the ship, are one-third lighter than cork buoys, and
are at all times equally buoyant and efficient. Their superior
hghtness and buoyancy never become impaired through
accumulated coats of paint, nor destroyed altogether through
absorbing water and becoming sodden as in the case of cork
and canvas buoys.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
(From our Own Correspondent.)
Messrs. Alex. Stephen & Sons, Ltd., Lmthouse, have received
an order from the Anchor Line (Messrs. Henderson, Bros.,
Ltd.), to build two large cargo and passenger steamers for
their trade from Glasgow and Liverpool to Calcutta. The
new steamers, which are expected to be ready for work about
June of next year, will be of the following dimensions ; — 410 ft.
long, 53 ft. beam, and 32 ft. 6in. moulded depth, and will have
a deadweight capacity of 8500 tons. Triple-expansion
engines will be supphed by Messrs. Stephen of sufficient power
to give a speed of 12 knots when loaded at .sea. Messrs.
Henderson have at present the Cameronia in course of con-
struction at Messrs. D. & W. Henderson's, Meadowside, which
will be larger and faster than the Caledonia and Columbia.
and will, under ordinary weather conditions, land passengers on
Saturdays at New York and Glasgow. Including the Camc-
ronia, the new tonnage building on the Clyde for the Anchor
Line aggregates close on 28,000 tons.
The Clan Line have also ordered from Messrs. Stephen a
steamer of large tonnage, and at the present time six of the
eight large building berths in their shipyard are occupied
with vessels of large size, for important shipping concerns.
Three of these are for the British India Steam Navigation Co.,
designed for their passenger and cargo-carrying service along
Indian coast. One of these vessels is to have a speed of 17I
knots on service, and is constructed on lines which combine
cargo-carrying capacity with the rate of speed stated. The
bulk of the tonnage now produced by Messrs. Stephen is of
increasing volume, and for the most part represents high-class
passenger and cargo tonnage, affording work for all classes
of shipyard artisans.
Messrs. William Simons & Co., Ltd., Renfrew, have been
oriiciall\- informccl that tliey have l)eeii entrusted with the
contract for the coiistniction of a large bucket ladder hojiper
dredger for the I'aiiama Canal. Messrs. Simons' tender was
399,340 dollars — over 50 per cent, less than the only .American
tender submitted. It is of interest to recall that the last
occasion on which Messrs. Simons tendered for dredging
plant for the Panama Canal their tender was considerably
under the lowest .\merican offer, but that owing to a special
resolution ]nit into force by Congress at that time the contract
was not given to them. The firm have reason, therefore, to
be congratulated on their success on this occasion. The great
difference in price is no doubt partly accounted for by the
wide experience which the Renfrew firm have had in the
construction of vessels of this type, of which indeed they are
the inventors and first constructors. They built the first
dredger of the type for the Canadian Government in 1872.
Messrs. Yarrow & Co., Scotstoun. Glasgow, have at present
in hand two destroyers for the British Government of a
special type. They are also buikling in Holland two destroyers.
230 ft. long by 21 ft. 6 in. beam, for the Dutch Government,
and they have in hand one destroyer for the Portuguese
Government, the hull of which is being built in Lisbon and
the machinery and boilers supplied from Messrs. Yarrow's
works at Glasgow. They are also building two fast gunboats,
propelled by internal combustion engines for the Governor
General of Bagdad.
Messrs. Lobnitz & Co., Renfrew, on August loth, launched
a self-propelling bucket dredger, designed to dredge to a
depth of 14 meters below water, built to the order of the
Leopoldina Railway Co., Brazil. The firm have also just
completed two hoppers for the same owners, to be used in
connection with the dredger.
Messrs. Russell & Co., Port Glasgow, who have already
built ten steamers for the Nelson Line (Messrs. H. & \V.
Nelson, London and Liverpool) have just received an order
for a further vessel of about the same dimensions and power
as the four steamers immediately preceding. One of these,
the Highland Glen, is at present fitting out at Greenock, and
another, the Highland Scott, has recently passed through
her speed trials and been handed over. It is worthy of note
that including these four vessels and their predecessors a
fleet of merchant steamers has been built in the short period
of twelve months, consisting of about 80,000 tons and
involving well on to ^£2 ,000,000.
Messrs. Wm. Hamilton & Co., Port Glasgow, who launched
early in .August another vessel for Messrs. John Holt & Co.,
Liverpool, having her structure on the Isherwood longitudinal
principle, and with her interior fitted with provision against
the inroads of mosquitoes, also sent off the stocks on .August
nth a steel self-docking pontoon floating dock for South
.American owners. The dock, which is the fourth floating
dock built by the firm, has a lifting power of 1300 tons, and
is arranged to dock vessels up to 250 ft. m length. The
structure is made up of five separate pontoons connected
by two continuous sidewalls. The pumping machinery
consists of two large horizontal, centrifugal pumps made by
Messrs. Drysdale & Co., Yoker, placed direct on the main
drain, actuated through vertical shafting by steam engines.
During construction the dock has been superintended on
behalf of the owners by Mr. Crookston, London, while the
material and workmanship has been carried out under
Lloyd's survey. Immediately after the launch the dock
was towed to the James Watt Dock to undergo testing trials.
-Afterwards she will be towed to Bahia. Brazil.
Messrs. Scott's Shipbuilding and Engineering Co., Greenock,
at the beginning of .August, received from the .Admiralty the
order to build and engine a steamer of 320 ft. in length,
which is to be used as a depot ship for submarines. She will
be a twin screw, and will be supphed by the builders with
all the machinery for the workshops which will be on board.
This, it is said, is a new departure for the .Admiralty, who
have various repair ships but none similar to this. The con-
tract is an important one. and has been welcomed at Greenock,
as has also the further contracts received by Messrs. Scott for
the construction of a large passenger and cargo twin screw
steamer for foreign owners, and for one of 12,000 tons for
Messrs. .\lfred Holt & Co., Liverpool.
62
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
Messrs. George Brown & Co., Garvel Shipyard, Greenock,
have been commissioned by Messrs. John Reid & Co., naval
architects, Glasgow, on behalf of colonial owners to build a
steam tug boat, the machinery for which will be made
by a Glasgow firm.
The Campbeltown Shipbuilding Co. have received an order
from the Union Steamship Co., of New Zealand, to build a
screw steamer of about 2400 tons deadweight.
Messrs. Ramage & Ferguson, engmeers and shipbuilders,
Leith, have received through Mr. A. H. Brown, naval archi-
tect, London, an order for a steam yacht of about 700 tons
for foreign owners.
The Thornbush Foundry Co., Inverness, on August 9th,
launched from their slipway a steam drifter of 82 ft. length
and 18 ft. beam, built to the order of the Inverness Drifter
Co., Ltd. This is the second vessel of the kind which this
company have constructed.
Messrs. William Beardmore & Co. are pushing ahead with
their " Peck " type of oil engine suitable for fishing craft.
They have a 70 ft. Buckie boat in hand now for one of these,
to drive her at 1 1 knots on five gallons an hour, and it is
understood that they provide an engineer for her for a period,
free of ch.irge. till the hshermen are familiar with the working
of the iniitor.
Big Ships and Clyde Deepening. — The trustees of the
Clyde Navigation at their last meeting unanimously approved
of a recommendation of their committee on Harbour and
Graving Docks to proceed at once with a systematic deepen-
ing of the river channel, to meet the increased size and draught
of steamers trading to the port of Glasgow. The work is
to be, as far as practicable, carried out continuously, in order
to afford as soon as possible, from Yorkhillto Newark Castle,
Port Glasgow, a depth at low water ranging from 23 ft. to
24 ft. 6 in. , being an increase of 2 ft., which will enable vessels
drawing 31 ft. to leave the harbour two hours before high
water. While there can be no doubt there will soon be still
larger vessels sailing from Glasgow, which will require a deeper
channel than exists, it should be understood that the decision
come to is not by any means a new departure, nor is it some-
thing the cost of which will swell the expenditure for the year
beyond ordinary hmits. It is practically a continuation of
the work of deepening which is being constantly maintained
by the dredging plant of the Trust, but is more strictly a
continuation of, or analogous to, the operations which were
carried out between Clydebank and Newark Castle previous
to the completion of the Liisitania. The straightening,
widening and deepening of the channel at that time enabled
the large Cunard Uner to be taken safely to the sea drawing
29I- ft. of water. What was done tlien below Clydebank is
now to be done above Clydebank, and when the work is
completed there will be, from Yorkhill to Newark Castle, a
depth at low water ranging from 23 ft. to 24^ ft., the present
depth, ranging from 21 ft. to 22^- ft. The average rise and
fall of the tide is about 9 ft., so that there will be, with the
e.xtra 2 ft. of depth, an average depth at high water of 32 ft.
to 34 ft. Vessels drawing 31 ft. will be able to leave the
harbour two hours before average high water. The largest
vessels at present using the port frequently leave on a draught
of 28 ft., and for these the present channel is quite sufficient,
but the trustees are looking forward to the time when vessels
drawing more than 30 ft. will be regular traders with the
port. The new quays at Yorkhill and Meadowside have their
foundations sunk 28 ft. below low water level, and the depth
of water over the submerged Eldershe Rock has been in-
creased to 28 ft. It therefore now remains to make the ordi-
nary navigaljle channel of a uniform depth all the way.
Apart altogether from the question of this uniform depth
being required at a comparatively early date, the present
is a fitting time for carrying out the work. The Trustees
have no large works of liarbour or dock extension underway,
and they can do all the dredging necessary within tlie limits
of the expenditure of an average year.
TYNESIDE AND WEARSIDE.
(From our Own Correspondent.)
Tyneside.
General. — The general tone among shipbuilding interests
is at present somewhat unhappy. Altliough it is not anti-
cipated that there will be a strike, the result of the ballot
among the joint trades employed in the shipyards recom-
mending an advance of five per cent, on piece prices and
Jd. per hour or is. per week on time rates as from the first
full pay in September presents disquieting features. It is
to be lioped that after the inconclusive result of the confer-
ence between masters and men at Carlisle the executives
of the different societies will endeavour to curb the tendency
towards a strike, .\nother point which is exercising Tyne-
side shippers is a feeling that a strike among seamen and
firemen of cargo and passenger vessels may occur shortly.
It is not, however, considered that even if such a strike
occurred it could be of any great duration. ."Vnother set-
back which trade has had is the spasmodic strike on the
North-Eastern Railway, which seriously interfered both
with working cargoes and bunkering both on Tyneside and
Wearside. In spite of all these troubles, past and prospective,
Tyneside trade appears to be improving.
North-Eastern Railway. — Largely owing to the enterprise
of the North-Eastern Railway, a new set of staiths are shortly
to be erected at Derwenthaugh, a position somewhat to the
west of the existing Dunston staiths. The increased facilities
offered by this development are not merely an increase of
shipment capacity of two million tons of coal per year, but
also that an adequate outlet will be given to the mines of
north-west Durham, and it will be possible to ship coal at a
higher level at all states of the tide than can at present be
done on the Tyne.
The Dry Dock Scheme. — The scheme of making Newcastle
a naval base is not yet dead. At the Chamber of Commerce
it was resolved to keep the question prominently before the
public, and to move a special resolution regarding the matter
at the September meeting of the ,\ssociations of Chambers
of Commerce.
Messrs. W. G. Armstrong, Whitworth & Co., Ltd.— It is
interesting to note that the Newcastle Corporation have
decided to present to Sir Andrew Noble, who has been so
long connected with Elswick, the freedom of the city. An
illuminated address contained in a casket, whose decorations
w'U be emblematic of the industries of Sir Andrew's firm,
is to be presented to him. At the present time the firm's
aiiairs are in a most flourishing condition. It is reported
that it is contracting for a small cruiser for the Chinese
Government, while the North Mail states that the Brazilian
Government have given an order for another battleship of
the super-Dreadnought size, in addition to the Rio de Janeiro
at present under construction at Elswick, and the Minas
Geraes which recently left the Tyne. At the launch of a
scout built for the Brazilian Government at Elswick Admiral
Bacellar, the head of the Brazilian Naval Commission, said
that the third vessel of the 1906 programme would be a
vessel of nearly 32,000 tons and would carry twelve 14-inch
guns. She must be considered as the beginning of a new
programme of larger vessels, which he hoped to see built at
Messrs. .\rmstrong's works.
Messrs. Swan, Hunter & Wigham Richardson, Ltd. — The
yards of this firm are now very busy, the outstanding event
of the past month being the launch of a liner. The Cunarder
Franconia is the largest vessel excepting the Mauretania
which has been built on the North-east Coast, being 625 ft.
long overall, 72 ft. wide and has a gross tonnage of 18,000
and displacement of 25,000 tons. The work of installing
the vessel, including the erection of the quadruple-expansion
engines of 12,000 h.p., built by the Wallsend Slipway and
Engineering Co., is now in progress, .\nother liner, the
Carthage, built for the Compagnie Generale Transatlautique,
has finished her trial trips and left for France. The boat is
most luxuriously furnished and reflects credit on her builders.
Messrs. Palmers, Ltd. — The Jarrow firm is doing well at
present. Among other work finishing is the EUerman liner
the City of Bombay ; the installation of the triple-expansion
engines, the derrick and winch system, etc., being now
proceeded with. The company has obtained an order to
build a large cargo steamer for the Hungarian Levant Steam-
ship Co., Ltd., of Budapesth, and the work will be pushed
through this year.
Messrs. Wood, Skinner & Co., Ltd. — This firm of ship-
builders at Bill Quay have been busy lately with orders for
the mercantile marine. Among boats which have recently
left their hands may be mentioned a vessel for the Burnett
Steamship Co. and a steel screw steamer for a Christiania
firm, both of which vessels have undergone their trials
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
63
successfully. Work is now proceeding on a. single-deck
steamer for a Copenhagen firm.
Wearside.
North-Eastern Marine Engineering Co., Ltd.— As a result
of the revival in shipbuilding, this linn is again very busy.
Among recent equipments may be mentioned a set of triple-
e.xpansion engines of medium power to the order of the Blyth
Shipbuilding and Dry Docks Co., Ltd., for a boat built for
Messrs. Sharp & Co., of Newcastle, a set of triple-expansion
engines and a multitubular boiler for the Kamma, two
boilers for 180 lbs. pressure and main engines for a vessel
built for Mr. Otto Thoresen, of Christiania, and engines for
the Corhridge. built bv Messrs. Robert Thompson & Sons, Ltd.
Messrs. J. L. Thompson & Sons, Ltd. — .\mong other
work this lirm is now engaged in furnishing the steamship
Davcniiv, to the order of Messrs. Sivewnght, Bacon & Co.,
Ltd., and very good labour-saving machinery for handling
cargoes, made by Messrs. George Clark. Ltd., is being installed.
Messrs. Wm.' Doxford & Sons, Ltd.— Business is brisk
in these vards. recent launches including that of the Moorlands,
a 6400-t'on vessel built on the single-deck principle, while the
Izabran. a 6goo-ton boat, for merchant service, has passed
her full loaded trials. They have also launched the Windsor
Hall, a vessel to the order of a Cardiff firm.
River Wear Commissioners. — The river Wear Commis-
sioners have decided, in view of the increasing timber trade
at South Dock, to buy more waggons. They also intend
to spend about /4000 in order to convert two disused coal
drops at the Hudson Dock North into a staith capable of
accommodating the larger class of waggon which has now
come into vogue.
THE TEES AND HARTLEPOOLS.
(From our Own. Correspondent.)
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dock-
yard, are very bii?.v : they have recently booked an order for
two steamers' of about 250 ft. length for the Mediterranean
trade for Messrs. H. E. Moss, Liverpool, reported to be built
under the superintendence of Messrs. Esplan & Sons, and
the machinery is expected to be supplied by Messrs. Dicken-
son & Son, Sunderland. They expect to secure the order
for a meat boat to be built for Liverpool owners for which
tenders are asked.
Messrs. W. Harkess & Co. are fairly liusy with work on hand,
but no new orders are reported, prices keeping very low.
Messrs. Smith's Dry Dock Co., South Bank, are reported
to have secured a contract to build six steamers for a Blyth
Fishing Syndicate ; they wUl also supply the machinery for the
same. At present they have the P. & O. s.s. Japan in dry dock.
Messrs. Richardsons, Westgarth & Co. are reported to have
secured the contract to supply the engines and boilers for a
steamer building on the Tees. They are busy with work
on hand which will occupy the remainder of this year.
Stockton and Thornaby.
Messrs. Craig, Taylor & Co. are busy with work on hand,
but nothing new is reported, although they expect to secure
a contract which is 111 the market.
Messrs. R. Ropner & Sons are reported to have secured the
contract to liuild a cargo steamer for Messrs. R. Chapman
and Sons, Newcastle-on-Tyne, to carry about 9750 tons
deadweight on 26 ft. 4 in. draught; her length will be 415 ft.
between perpendiculars by 55 ft. beam, for delivery in January
next.
Messrs. Richardson, Duck & Co. are reported to have
secured an order to build a steamer for foreign owners, and
are busy with work on hand.
Messrs. Blair & Co. are reported to have secured the order
to supply the engines and boilers for the steamer to be built
by Messrs. R. Ropner & Sons for Messrs. R. Chapman and
Sons, Newcastle. They are fairly busy with work on hand.
The Power Gas Corporation, Ltd., have secured an order
for a large Mond ammonia recovery plant for the Birchenwood
Colliery" Co., Stoke-on-Trent. They are also making the
gas plant in duplicate for 180 B.H. power double ignition
engine to run at 450 revs, per minute ; they are six-cylinder
vertical high-speed gas engines by Messrs. E. S. Hindley
and Son, Bourton, Dorset, to be fitted to a steamer 120 ft.
by 22 ft. by 11 ft. 6 in., building by Messrs. J. T. Eltringham,
South Shields.
West Hartlepool.
Messrs. W. Gray & Co. are rejiorted to have secured the
contract to build a single-deck cargo steamer of about 6500
tons deadweight for Greek owners, through Messrs. Vogt
and Maquire, Liverpool. They have also the s.s. Henniston
in dry dock undergoing extensive repairs. Both yards are
now very busy.
The Central Marine Engine Works are very busy and will
supply the engines and lioikrs for the steamer to be built by
Messrs. W. Ciray i\: c;o.
Messrs. Irvine's Shipbuilding & Dry Dock Co., llaiboiir
Yard, are very Inisy preparing to put down a duplicate
steanier to the one ready for launching for Leith owners.
They are also very busy in the dry dock department.
Hartlepool.
Messrs. Richardsons, Westgarth & Co., Ltd., are very busy
with work on hand. They have recently supplied the
machinery to the t.s.s. Indrabarah, which ran 14 knots on
trial, being r? knots in excess of her guarantee speed. They
have: secured the contract to supply the engines and boilers
for a steamer to be built for foreign owners of afraut 1200 i.h.p.,
to be built by Messrs. Irvine's Shipbuilding & Dry Dock Co.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Ltd.,
Middleton, are reported to have secured the contract to build
a cargo steamer of about c, !;oo tons deadweight to the order
of J. \- A. Van Meel, Rotterdam. They are also busy with
work on hand and in the dry dock departments. They
have recently opened an office at 33, Bucklesbury, London, to
facilitate business.
The s.s. John Coverdale. belonging to Messrs. J. Coverdale
and Sons, of West Hartlepool has been sold to Messrs. Maclay
and Mclntyre, of Glasgow, for about ;^ 14,500.
The s.s. Phyllis belonging to the Seaton Steamship Co.,
(Messrs. Allison & Hogg) has been sold to Captain Ambatic Co.,
Constantinople. throughMe.ssrs. Tapps & Kirby for about £5 7 50.
THE HUMBER AND DISTRICT.
(From our Own Correspondent.)
Messrs. Amos & Smith, engineers and boilermakers, have
not booked anv fresh orders during the month, but they are
still running their night shift to complete orders in hand,
which consist of general trawlers for Grimsby and Hull, also
machinery and boilers for new steamers for the Wilson Une.
Their branch shop situated at Alexandra Dock is very well
employed with repair work and dry-docking of steamers; the
Albert Dock outside staff is also busy with repair work.
Enquiries from foreign and English steamship companies for
their patent steam and hand-steering gears have been received.
Messrs. Stewart & Craig, engineers and boilermakers, have
had a considerable amount of general repairs, and dry dock
work, including the following steamers :— s.s. .4agoi, gone
through Lloyd's survey, s.s. Maningham, very heavy repairs,
and new tail'and crank shafts supplied and fitted ; s.s. Royal,
Bara, Sigyn, Rodney, etc., general engine-room and deck
repairs.
North-East Coast Engineering Works have had a fairly
good month with repair work. The s.s. Trojan Prince (Prince
Line) has been dry docked, cleaned, painted, etc., and fairly
large repairs to' deck, engine-room and boilers. Other
steamers have been in for repairs and the s.s. Labuna has
had new condenser doors fitted.
Mr. Thomas Tate, engineer and boilermaker, has been
fairly busy amongst small craft and mill work, and has also
done the deck and engine-room repairs on s.s. Benhead.
Messrs. Cooper & Co., engineers and boilermakers, have
had a fairly good month. The Neptune Engine Works have
been busy finishing up repair work, etc. The moulding
department are busy with foreign and English orders for
propellers. The branch shop at .Alexandra Dock has had a
number of steamers undergoing repairs, and also several
dry docked for survey and painting.
Messrs. Cochrane & Sons, shipbuilders, Selby, have several
trawlers and drifters in frame and about launching, but no
fresh enquiries.
Messrs. Cook, Welton & Gemmell, shipbuilders, Beverley.
-^This old-established yard is far from being busy. Several
steam trawlers are on stocks in frame and about launching,
and others fitting out.
Messrs. The Tilbury Contracting & Dredging Co.— This
firm has now taken possession of the Humber Ironworks,
'M
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, igio.
patent slip, shops, yard and foreshore, river front, and yard
lately in the occupation of Messrs. Cook, Welton & Gemmell,
shipbuilders. It is stated that they will build dredgers,
repair hoppers, etc. The Corporation has given a contract
to the firm to clear away a heavy cranch of sand and mud
from the entrance to the old harbour, which is greatly used
by small craft, such as keels and barges, carrying the grain,
aiid Soya bean cargoes from the docks to the mills studded
along the harbour sides. I am also given to understand that
this Dredging Co. has been successful in obtaining the contract
at Southampton to dredge 500,000 cubic yards of mud, etc.
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.,
have just finished the s.s. Daiiingtint. Her trial trips were
successful with a speed of 1 5 knots to her credit. She is well
fitted up for passengers, and the owners, Messrs. Wilson and
North-Eastern Railway Co.. have to be congratulated on
such a well appointed steamer for the Hamburg trade. With
such fine steamers as the s.s. Hull. s.s. Yorh, and s.s. Darling-
ton we expect to sec the passenger trade reviving again. We
are glad to report that the Wilson Line has placed a contract
with this eminent firm for a first-class passenger steamer
330 ft. with a speed of 1 5 knots, for their Swedish mail service,
to run between Hull and Gothenburg. The Company has
also secured the order to build machinery and boilers for two
coasting steamers. The s.s. Hornsea, of Hull, has undergone
very extensive repairs on hull and machinery, and several
large steamers have been dry docked and put through Lloyd's
survev.
Messrs. The Hull Central Dry Dock & Engineering Co.,
Ltd. — This company is keeping fairly busy. The s.s. Olympic.
of Hull, has been in the Central Docks for about five weeks
undergoing the removal and partial renewing of nearly
100 plates (shell) and floors, having been ashore in the Baltic.
They have also dry docked several steamers in the .Alexandra
and .\lbert Docks, viz., s.s. Airmyn. s.s. Middleton. both
grounding damage ; s.s. Bclgiqiie. broken stem renewed and
forward grounding damage ; also undergoing deck and
engine-room repairs. Other jobs have included s.s. Adriatic.
s.s. Atlantic, s.s. Pass, s.s. Ryton and two L. & Y. Railway
steamers.
Messrs. Woodall & Co., engineers and boilermakers. are
fully employed, having been entrusted with a large amount
of repair work on the following steamers ; — s.s. Halga. engine-
room and windlass ; s.s. Lcmas. deck repairs, etc. ; s.s. Alfa.
engine-room repairs ; s.s. Madvig. s.s. Fyen, deck and engine-
room. Foreign and Enghsli companies' o»ders are keeping
the staff fully employed with their Handibloc and heavy
purchasing gear, and outside staff are always fully employed
at the Corporation trams, boilers and machinery department.
Coal Trade of Hull. — Thequantity dealt with at Hull in July
last constitutes the second best recorded. The total amount
received in port was 627,024 tons, compared with July, i8gg,
when 562,224 tons were received ; this gives an increase of
64,800 tons. In July, iqoS, 525,186 tons were received, and
in July, 1007, 656,272 tons, being the largest quantity ever
received. The total for the seven months of the present year
reached 3,925,904 tons, which, compared with 3.268,288 tons
for the previous year, gives an increase of 657,616 tons. The
previous best seven months was in 1907, the figures then
being 3.569.920 tons, thus the increase for the current year
over 1907 is 355,984 tons. The foreign exports for July,
1909, come second to July, 1907, but for the seven months
the present year takes the first position. The total export
tonnage for July amounted to 411,717 tons, against 344,970
tons last year, 300,558 tons in 1908 and 435,135 tons in 1907.
For the current year 2.154,215 tons have been exported,
against 1,669,786 tons last year. 1.550,801 tons in 190S, and
1,776,800 tons in 1907. The coastwise exports during July
amounted to 77,806 tons, against 75,117 tons in 1909, 51,016
tons in 1908, and 120,577 tons in 1907. l'"or the seven
months of the current year these exports reached 557,120
tons, against 485,949 tons in 1909, an increase of 71,171 tons.
Out of this total London alone took 365,856 tons.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(From our Own Correspondent.)
Messrs. J. Samuel White & Co., Ltd., East Cowes,— H.M.S.
Harpy, ocean-going destroyer, was handed over to the
Admiralty on July 28th, several weeks before the contract
time, which expired on the 26th of this month. H.M.S.
Basilisk, sister vessel to above, finished her trials last month,
and is completing for handing over.
Messrs. Day, Summers & Co., Ltd., Northam Iron Works,
have just handed over to the Liebig's Meat Co. the s.s. Don
Carlos, and the vessel sailed last month for South America
after successful trials. The Government vessels Grappler and
Elizabeth are at the yard undergoing extensive overhaul.
The steam yacht Lady Evelyn is also at the yard for a refit.
The steam yacht Alberta, formerly the property of the late
King of the Belgians, is also in hand for overhaul. The
steam yacht Tuscarora is going through survey, and the s.y.
Kawala is refitting, whilst the yacht Francesca is being re-
coppered. The firm are also engaged on three turrets for
instructional purposes for Portsmouth. Chatham and Devon-
port dockyards respectively, these turrets being similar
to the two built and erected by the firm at Whale Island a
few years ago. The coal elevator handed over to owners
some weeks ago has been towed round to London to work
that port, and in spite of heavy weather proved herself an
e.xcellent sea boat.
New Services. — .Arrangements have been completed for
the vessels of the Thomson Line to sail monthly from South-
ampton en route for Montreal. The s.s. Tortona called here
on the 2oth of last month to inaugurate this new service, and
should the traffic warrant it. the service will be accelerated
and be made a fortnightly one.
The Tortona has accommodation for about fifty first and
1000 third-class passengers. She is a finely modelled four-
masted twin-screw steamer, 464 ft. long, 54 ft, 2 in. beam, witli
a gross tonnage of 7600, and a deadweight carrying capacity of
8300 tons. A large number of guests were invited by the
owners to inspect the vessel previous to departure.
The Union Castle Co. have decided to maintain a monthly
service from this port via the Canal to the British East
.African possessions. The service will be maintained by the
" G " steamers of the Co.'s fleet. The s.s. Guclph will com-
mence the service, sailing from this port on the 14th of this
month. She will load at Middlesbrough, London and Ant-
werp, and sail finally from Southampton. She will call at
the principal East .African ports, and join up with the Co.'s
mail service at Natal. Passengers leaving Southampton
by the Guetph could by transferring to the mad steamer at
Natal complete the circumnavigation of the Continent, and
arrive here about the 19th November, a little over two
months being occupied by the round voyage.
Firemen's Strike. — .A strike occurred here last month
among the firemen of the White Star Line, the men demand-
ing an increase in pay of los. per month, in consideration of
the extra work involved owing to the incapacity of men
recruited on the other side, which necessitated extra work
for the regular men, who did not receive additional pay.
The object of the strikers was to prevent the sailing of the
Adriatic, but owing to precautions taken by the police and
to arrangements made by the Company for substitutes, this
object was frustrated. The steamer left the docks exactly
to time, the engineers acting as firemen until the vessel was
between Cowes and Portsmouth, when a full complement
of firemen was taken aboard from the steamer Duchess 0/
Edinburgh. It is understood that the matters in dispute
have now been settled.
The Dutch steamer Hollandia arrived in the docks at
Southampton about the middle of last month with a twisted
stem due to collision with a vessel off theCasquets, which was
beached to prevent her sinking. After discharging part
cargo the Hollandia proceeded into No. 3 dry dock for ex-
amination and repair. The stem bar was broken, and bent
round at right angles on the starboard side for about 25 ft.
of its length, and the plates were buckled and bent on both
bows. The Hollandia is a twin-screw steamer of 7291 tons
gross and was built by Messrs. .A. Stephens & Sons. Ltd..
Glasgow, in 1909. She is 4 19 ft. 7 in, long, beam 54 ft, 2 in. and
depth ^4 ft. 4 in. The owners are the Koninkliike HoUan-
dsche Llovds, Amsterdam.
Messrs. J. I. Thornycroft & Co., Ltd.. Woolstou Works,
Southampton, handed over H.M.S. torpedo boat destroyer
Savage on the i8th of last month after satisfactory trials,
a month before the contract date. H.M. ships Lame. Lyra.
Martin and Minstrel. — Good progress has been made w^ith
these vessels, the water testing of the hull of the Lame being
September. 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
65
completed last month. The turbines and shafting have all
been shipped, the propellers fitted and the vessel was
launched on the 23rd of last month. H.M.S. Acheron and
Ariel. — The two special destroyers ordered from the firm for
this year's programme are to be named as above. A start
has been made on the frame turning. Firefloat Gamma. —
The hull of this vessel was water-tested last month. 80 ft.
Sternwheel Sawmill Steamer. — This vessel was launched on
the gth of August, and a preliminary steam trial underweigh
was completed on the i8th. The official trials were being
run at the end of last month. Paddle Steamer .Arabia. —
The framing of this vessel is now completed, and the keel
of the motor tank barge to be named the Rockli^hi of London
is laid, and the framing erected. The framing of three 63 ft.
motor boats is completed and a .start has been made with
the frame turning for the twin-screw yacht on order. The
shops and repairs department have been hilly employed
during last month.
THAMES.
{From our Own Correspondent.)
The Port of London Bill. — This measure in two divisions,
one the Port of London (Registration of Craft) Provisional
Order confirmation and the other the Port of London (Port
Rate on Goods Provisional Order) have passed through both
Houses of Parliament, and received the Royal assent. Such
a result was not attained, however, without a more or less
dilticult passage. There was considerable discu.ssion on the
third reading in the House of Commons and the excuse made
was that the accounts of the Port Authority had not been
published. The riverside interests fought too to fix a
limiting figure for the charges upon their traffic, but the
proposal was defeated. The Midland manufacturers also
did their utmost to bring about an adjournment. Before the
Select Committee of the House of Lords, a statement of the
position was made by the chairman of the Port Authority,
who was clear against any appeal upon charges made by them
being permitted to the Board of Trade, and the full responsi-
bility was claimed by the authority with which Parliament
had entrusted it. The petitioners against the rates were the
City Corporation and the waterside manufacturers, but in
the end the provisional order which gives an income of
;^330,ooo on the dock and river charges with an elasticity
margin of up to ;^484.500 was agreed to, with the recom-
mendation that though no reduction was allowed on the
charges for meat and other articles of food brought into the
port, yet the most favourable consideration of these articles
was asked for by the Port .-Vuthority with the powers invested
in that body. It is interesting to know that shipowners,
as represented by the General Shipowners' Society, by their
annual report show that they have been actively engaged
during the year in removing any objections they had to this
bill and that as passed all differences have been satisfactorily
adjusted. The secretary of this body, Mr. \V. H. Cooke, is
resigning after thirty years' service.
The Union Castle Line. — We have to report a very distinct
advance by this Company, no less than the inauguration of a
new service via the Suez Canal along the East Coast of .\frica.
The Company has hitherto gone as far north as Mombasa via
the Cape, but the route is necessarily long. The new service
will commence on September 14th by the first of a four-
weekly service of passenger and cargo steamers. The
vessels will call at Marseilles and Naples and proceed from
Suez, with perhaps a call at Aden, to Mombasa. Passengers
will thus be able to reach British East Africa from London
via Marseilles in eighteen or nineteen days. These steamers
will then proceed as far south as Durban, and communication
will thus be made with Tanga. Zanziliar, Dar-es-Salaam.
Mozambique, Chinde, Beira and Delagoa Bay. The steamers
to be employed are of the modern intermediate type, the
Giielph, of 5000 tons, being the first to inaugurate the sailings.
The service is such that a passenger can circumnavigate
Africa by this line in about two months by changing at
Durban into the West Coast steamers.
Council Steamboats Accounts. — We are reminded by a
recent report of the Finance Committee of the London
County Council that this matter is not ended yet, there being
a debt on March 31st of /2 14,625, made up of /i47,36y on
boats and ;£67,256 on piers. There is a deficiency for the
year in the revenue account under this head of ^35,500, and
it was accordingly recommended that this amount be charged
to the general county account.
St. Paul's Bridge. — There is a deadlock in the negotiations
proceeding on this matter, but on a question being asked at
theCorjioration meeting it was said that no difficulty was anti-
cipated with regard to the proposals respecting Southwark
Bridge, but as regards the new St. Paul's Bridge there was a
disagreement at tlie moment witli tlie London County Council,
who were asked to make a contribution to the cost of the
northern approach. In the end the committee of the Cor-
poration promise a report after the vacation, the Chairman
saying they may decide to go to Parliament without the
County Council at all.
H.M.S. "Worcester" — The annual inspection and prize-
giving took place this year in glorious weather, the number
of visitors being larger than usual. Admiral Sir E. Freniantle
presided, and Lady Gorell gave the prizes away. The King
announced his intention of presenting the medal which was
instituted by Queen Victoria and continued by the late King.
Lord Gorell also delivered an address, and in his judicial
capacity for so many years in the Admiralty Court he was
able to speak of the qualities necessary to make a gooil
commander and give freedom from accidents. Mention
was made of the positions taken by previous cadets and a
telereiice followed to Admiral Togo as being an old pu]iil-
MERSEY AND MANCHESTER SHIP
CANAL.
{From our Owrt Correspondent.)
LIVERPOOL has had many rivals and imitators due to
its great success as a port, shipping and commercial
centre. It is, however, keenly alive to the mainten-
ance of its position. Preliminary work has been commenced
upon the new dock e.xtension, while no less than three new
ferry steamers have recently been added to the Mersey fleet,
the Storeton having been put on the Birkenhead service
while the Bluebell and Snoivdrop are now employed on the
Wallasey system.
Messrs. Cammell, Laird & Co. — One striking feature about
the work turned out li\' this firm is the large variety of work
and the various nationality of its clients. The British de-
stroyers Renard. Wolverine and Racoon ha\'e all completed
very successful trials, having exceeded the 27 knots contract,
the coal consumption has also been very satisfactory. The
two new destroyers recently ordered are being pushed for-
ward rapidly, while orders have been received for two small
vessels to act as tenders to the submarine depot ship which
is to be built by " Scott's " of Greenock. The machinery
for H.M.S. Blonde is partly on board, and it is expected that
this vessel, sister ship to the Blanche, will be ready for trial
about the new year. The large floating dock is making
rapid progress, the lower part of the huge structure being
well advanced. The four destroyers for the Argentine have
been named after various districts of that country. The
special turbine machinery for these vessels is well forward,
and it is expected that these boats will uphoki the Birkenhead
firm's name for light high-speed craft. The Bluebell, the
first of the Wallasey ferry steamers, had a preliminary trial
on August 13th and ran her official trial on the i6th ult. , when
she exceeded her contract speed and proved herself to be an
excellent sea boat. On this occasion Mr. John Sayce. J. P.,
chairman of the Ferries Committee, said that 30,000,000
passengers would be carried shortly, while another speaker
hinted that the next boats would be driven by petroleum
engines. The Bluebell attained an average speed of 1 2 knots.
The Snowdrop ferry steamer, sister to the Bluebell, is now
fitting out after launch, and will shortly follow her sister ship
on the service. The tug boat Heracles, also the meat barge
La Blanca. have left for their destinations, the former under
her own steam. Her speed will be iij knots. The Nelson
liner Highland Brae was launched from the Tranmer yard on
.\ugust 6th, the date having been altered. The Caesarea is
now ready for trial and the sister ship Sarnia also for the
L. & S.W. Railway will shortly be ready. The repair depart-
ment have been busy with the usual overhaul and refit work.
Orders have been received for two stern-wheel steamers
through London agents, this firm having turned out many
boats of this class. The first of three handy steamers for
service on the Amazon River is nearing completion. She
66
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
has been named Sertanejo. These vessels are 150 ft. long and
are fitted with a single screw, they will have deck houses on
the awning deck and will also have a boat deck. The order
for these boats was placed by Messrs. Singlehurst, of Liver-
pool, for foreign owners.
Messrs. H. & C. Grayson have had their yards bu.sy with
general rejiair work. Two new tenders for the Mersey
Towing Co. are rapidly being constructed at the Garston yard.
They have again had the docking of the Brazilian battleship
Sao Paulo in the Canada Dock. The whole of the bottom
has been covered with ffolzapfel's navy brand anti-fouling
composition. She being now completed her appearance
is very striking with hertwelve 12-inchguns. Her hull is painted
white while her under part is of olive green. She was ex-
pected to be handed over to the Brazilian Government about
August 23rd, when she will complete coal stores, etc., and is
expected to sail about September 15 th. Her full comple-
ment is 1 100 men. Eight guarantee engineers will sail with her,
the first port of call being Lisbon, where she will embark
Marshall Kermes da Fonsica, President-elect of the Brazils.
Brazil already possesses the two most pow-erful battleships
afloat, and the third now building, the Rio de Janeiro, will be
32,000 tons and will have twelve 14-inch guns.
Messrs. Clover, Claj^on & Co. have their hands full just
now with work on both sides of the river. The EUerman
liner Assiout is in for overhaul, while the Nicholas is in for
engine repair and grounding damage. \ large overhaul
contract, the Brocklebank steamer Montgomeryshire, is in
hand, also the Ardover. The steamer Gokstad is also shortly
expected.
Mersey Dock and Harbour Board. — .\t a recent weekly
meeting of this board it was intimated that at a court of the
Corporation of Trinity Hou.se held on August 2nd, the marine
surveyor and water bailiff to the Dock Board, Lieut. T. W.
Mace, had been duly elected a Younger Brother of that
corporation.
Allan Line. — This progressive Company have opened new
offices at 14. Cockspur Street, London. The new premises
will be luxuriously appointed and will contain ist, 2nd and
3rd-class passenger sections, directors' rooms, etc. This is
part of the new development scheme at whose head is the
able chairman of the Company, Mr. Hugh A. Allan, another
feature of this forward policy being the construction of
vessels of 700 ft. of 23,000 tons and 22 knots speed, and it is
appropriate that the needs of the All Red Route should be
anticipated by the oldest line in the service.
Messrs. John Holt & Co. — Messrs. Hamilton, of Port
Glasgow, have recently launched for this Company a steamer
for the West .\frican trade ; length 269 ft. 6 in., beam 38 ft.,
depth 18 ft. 3 in. This vessel is built on the Isherwood
system, is rigged as a fore and aft schooner ; raised forecastle
and poop, also deck houses are provided. The engines arc
triple-e.xpansion.
Mr. Charles Cadman. — The death occurred on .\ugust
19th of Mr. Charles Cadman in his 67th year. For forty years
Mr. Cadman had acted as superintendent-engineer to Messrs.
T. & S. Harrison. Previously he was assistant superintendent
to the National Line of steamers, .\mongst many improve-
ments in marine engineering may be mentioned the Cadman
lubricator.
White Star Line. — The training ship Mersey sailed on
July 28th on her third voyage to ."Adelaide, Melbourne and
Sydney. This boat is now fitted with electric light and the
Marconi system of wireless telegraphy.
Training Ship "Conway." — The annual prize distribution
took place on July 27th, Major Goold .Adams making the
presentations. This gentleman is an old Conway boy and
was with Baden Powell in Mafeking, and attributes much
of his fitness in difficulties to his early training.
NORTH-WEST OF ENGLAND,
{From our Own Correspondent.)
Messrs. Vickers' Works. — During the month there has been
very little of moment. The Brazilian battleship has now
left Barrow and was again dry docked in the Mersey. .At
present she is lying in the Clyde where she is taking on stores
and crew, the latter being transferred direct from the trans-
port. The Sao Paulo presented a very fine sight when she
left the port and was a great contrast to the dull grey of the
warships of this country.
The cruiser Liverpool has been completed and she left
before the end of the month. Her appearance is much im-
proved by the adding of 6 ft. to the funnels. M\ vessels of
this class will be similarly altered. The sister ship, the
Dartmouth, is growing on the stocks, but a few months will
elapse before she is launched. The floating dock for .\berdeen
is shaping now, and it will not be long before it is off and
taken round the coast to .Aberdeen. This dock is for the
steam trawlers and will be capable of lifting two of the
largest type at once. Probably the next launch will be that
of the Brazilian tugboat which it is hoped to get ready in
order to proceed to Rio Janeiro before the turn of the weather.
It was said at one time that this tug would be ready in time
to assist in the towing of the battleship floating dock to Rio,
but this is a separate contract altogether. The floating
dock is well on its way now and was last spoken " All well."
The two powerful Dutch tugs Nordzee and Roodezee seem
to be making a fine passage, and the accomplishment of this
great task without accident will be a great achievement, both
as an advertisement and also from a monetary point of view.
" Princess Royal." — Work is proceeding apace with the
construction of the battleship cruiser Princess Royal, but
it will be several months before she is ready to take the water.
She will be a record weight when she does. The sister ship
Lion was launched a short time ago at Devonport, but her
weight was only a matter of 8000. The Vanguard, which
was launched at Barrow with only some 19,000 tonnage,
was 10,000 tons deadweight when she was launched. The
propelling machinery for the Lion is well forward and de-
livery of same commences immediately. That of the Princess
Royal will not be far behind, and it will be a wonder if in the
end Messrs. Vickers, although apparently behind the dock-
yard, do not get their boat out first. It all depends. At
present the air is not quite clear of labour troubles, which it
is hoped will be overcome w-ithout men having reverted to
striking — an obsolete method now.
There are a lot of rumours regarding orders for Messrs.
Vickers for cross-Atlantic vessels, but at present there is not
a single peg to hang a true statement on — and yet one
is hopeful of Messrs. Vickers getting into this work. When
thev do thev will make their mark.
BELFAST.
(From our Own Correspondent.)
Messrs. Harland & Wolff have completed and sent to sea
the tAvin-scrcw steamer Pakeha, which they have built to the
order of the Shaw, Savill & Albion Co., Ltd., for their New
Zealand trade. The vessel is 500 ft. long, by 63 ft. beam,
with a gross tonnage of about 8000 and, in addition to large
cargo capacity, she has comfortable accommodation for a
number of passengers. The propelling machinery consists of
two sets of quadruple-e.xpansion engines. The next vessel to
leave these builders' hands will be the Bibby liner Gloucester-
shire, which was launched in July. Work is being pushed on
night and day at the two big White Star boats, the first of
which, the Titanic, will be launched in October, with the
Olympic to follow in May next.
The news that the Right Hon. A. M. Carlisle is about to
retire from his position as general manager and chairman of
managing directors of Messrs. Harland & Wolff has been
received with surprise and regret. Mr. Carlisle has been con-
nected with the great shipbuilding concern for fort\' years, and
for the greater portion of the time he has been in a position of
such prominence that his presence will be missed in no small
degree. In the days of Mr. Carlisle's apprenticeship with
the firm, the building of a 3000-ton steamer was justly looked
upon as a big feat, whereas he now looks down from the
" top of the tree " upon the crown of his business labours,
the building of the great ^Vhite Star hners, with a tonnage of
45.000 tons each. Speaking of his apprenticeship, it is
worthy of note that " Alick," as he was then called, gained
the rare gold watch presented by the firm to an apprentice
who had never lost an hour. Continuous progress in one
concern, from apprentice to the very highest post, and to
the dignity of Right Honourable, is a record of which any
man might be justly proud, but which has never rendered
Mr. Carlisle inaccessible to. or unapproachable by, any of
the thousands who served under him.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
67
Messrs. Workman. Clark & Co. recently had a .successful
trial trip with the new Biicknal Line steamer Kansas, a vessel
446 ft. long with a gross tonnage of 6074. She has large cargo
■capacity, and her hatches are of the biggest possible dimen-
sions to facihtate the loading and discharging of such cargo
as locomotives, boilers, etc. Before these notes are pub-
lished they will have launched a large steamer named j^neas,
which they are constructing to the order of Messrs. .\lfred
Holt & Co., for which lirm they have already built a number
of steamers. Amongst other notable vessels at present
being built by Messrs. Workman. Clark & Co. may be men-
tioned a twin-screw steamer for the British India Co.
Repairs. — This class of work has been fairly brisk within
the past two or three months. Messrs. Harland & Wolff
have completed e.xtensive overhaul and repairs to the Elder
Dempster liners Leopoldvill: and Port Henderson. The
former vessel was built at the Queen's Island. Messrs.
Workman, Clark & Co. recently carried out extensive damage
repairs to the Houkier Line's Uimston Gyan«c, and at the
present time they have the Holt liner Agamemnon in dry dock
with big bottom damage received by stranding on the County
Down coast. Messrs. MacCoU & Co. have also e.xecuted a
considerable amount of ship and engine repairs within the
past month.
Harbour Works. — It is expected that the big new graving
dock will be ready for use shortly. The dock itself has, in
fact, been completed, but the surrounding works — power
station, etc. — are not yet finished. The Harbour Commis-
sioners have decided to proceed immediately with the dredg-
ing of the embayment opposite the wharf northward of the
new graving dock to a depth of 23 ft. at ordinary low-water,
at an estimated cost of ;^5020 ; and, to facilitate the turning
of vessels of large dimensions, it has been decided to excavate
an embayment at the south end of the West Twin Island,
opposite the entrance to the new dock, at an estimated cost
of £9390.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES— English.
Thistletor. — On July 6th, Messrs. Irvine's Shipbuilding
and Dry Docks Co., Ltd., launched from their Middleton
shipyard, Hartlepool, the steel screw steamer Thistletny,
built to the order of Messrs. .\llan. Black & Co. (The .\lbyn
Line, Ltd.), Sunderland. The vessel is 382 ft. 6 in. in length
by 51 ft. 44 in. beam. 26 ft. 6 in. depth moulded, carrying
7.430 tons on a light draught, and she takes Lloyd's highest
class, single deck type, with poop, and combined bridge and
forecastle, and clear holds. Cellular double bottom is arranged
throughout, with large fore and after peak tanks for water
ballast. She is constructed with deep frames and longitudinal
stringers, and divided into seven watertight compartments
by means of six watertight bulkheads. Wood grain divisions
throughout holds according to tlie latest Board of Trade
requirements. Four extra large hatches are provided, with
large hatch on poop and cross bunker hatch, and there are
eight powerful steam winches worked from a 10 ft. by 10 ft.
multitubular donkey boiler working at 100 lljs. pressure, and
all the latest improvements are included to facilitate rapid
loading and discharging. .A. powerful quick warping steam
windlass is fitted forward, steam steering gear amidships,
patent oil brake and hand screw- gear aft. The lighting,
ventilating and sanitary arrangements have received special
attention, the most improved methods being adopted through-
out. Triple-expansion engines will be supplied and fitted
by Messrs. Richardsons, Westgarth & Co., Ltd., Hartlepool,
the sizes of the cyUnders being 25 in., 40 in., 68 in. by 48 in.
stroke, with two large single-ended boilers working at 180 lbs.
pressure per square inch.
Lingfield. — On July 7th, the s.s. Lingfreld was launched
from the Harbour Dockyard of Messrs. Irvine's Shipbuilding
and Dry Docks Co., Ltd., West Hartlepool, where she has
been built to the order of Messrs. Woods, Tvlor & Brown
<The Woodfield S.S. Co., Ltd.). London. The vessel is of
the single deck type, with poop, long bridge and forecastle,
and has a carrying capacity of 7,250 tons on a light draught.
Her dimensions are 380 ft. by 51 ft. 4^ in. by 28 ft. 4^- in.,
■depth moulded, classed Lloyd's 100 .\i. and is constructed
with deep bulb angle frames and longitudinal stringers,
.giving clear holds for the storage of bulky cargoes. Cellular
double bottom is arranged throughout, and large fore and
after peak tanks are provided for water ballast. Steel grain
divisions are fitted throughout the holds and wood shifting
boards in way of hatches to the latest Board of Trade regula-
tions, for grain cargoes, l-'our extra large cargo hatches are
provided, with nine powerful steam winches worked from a
large multitubular donkey boiler, fitted in a house in the
casing placed on upper deck and all the latest improvements
are included for the rajnd handling of cargo. A powerful
quick warping steam windlass is fitted forward, steam steering
gear amidships, hand screw gear aft, and a steam ash hoist
will also be fitted. The Captain, officers and engineers will
be berthed in large deckhouses on the bridge deck, and the
crew and firemen in the poop, special attention having been
given to the efficient lighting, ventilating, and sanitary
arrangements. The propelling machinery will be fitted by
Messrs. Richardsons, Westgarth & Co., Ltd., Hartlepool,
having cylinders 26 in., 42J in., 70 in. by 48 in. stroke, with
three large boilers working at a pressure of 180 lbs.
Kendal Castle. — On July 7th, Messrs. Short Brothers,
Ltd., launched from their shipyard at Pallion, Sunderland,
the s.s. Kendal Castle, built to the order of Messrs. James
Chambers & Co., for the Lancashire Shipping Co., Ltd.,
of Liverpool. She is a single deck vessel, with cargo poop,
and bridge and topgallant forecastle, built to the Isherwood
system of longitudinal framing, and will take Lloyd's highest
class. Her leading dimensions are : — Length, 363 feet ;
beam, 50 feet ; and depth moulded, 28 feet ij in., and she
is designed to carry a large deadweight on a moderate draught.
Cellular double bottom is fitted ; all fore and aft and both
peaks are arranged for water ballast. Eight steam winches,
steam windlass, steam steering gear fitted in engine-room
and controlled from standard on flying bridge and connected
by steel wire to quadrant aft, with hand steering gear aft, are
fitted. Eight derricks are provided to main hatches w-orked
from strong tables on masts, and the cross bunker hatch is
worked by two derricks swung from Samson posts, which
are also to act as wing ventilators to stokehold. The holds
are specially arranged to be as far as possible clear of obstruc-
tion to permit of large pieces of machinery being shipped.
The propelling machinery will be fitted by Messrs. George
Clark, Ltd., of Sunderland, and consists of triple-expansion
engines with cyhnders 25 in., 41 in., 68 in. diameter and a
stroke of 45 inches, taking steam from three large multitubular
boilers working at 180 lbs. pressure, fitted with Howden's
system of forced draught. The model of ship and engines
have been designed with a view to economical working, and
it is expected that the vessel will readily maintain a sea speed
of 10 knots.
Prince Victor. — On July 7th, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders. Selby, a
handsomely modelled steel screw trawler, the principal
dimensions being 1 15 ft. by 21 ft. 6 in. by 12 ft. 3 in. moulded.
The vessel has been built to the order of H. Bernstein, Esq.,
of Grimsby, and will be fitted with powerful triple-expansion
engines by Messrs. C. D. Holmes & Co., Ltd., of Hull, and is
replete with all the latest improvements for fishing purposes.
Ellerbeck. — On July 7th, Messrs. The Blyth Shipbuild-
ing and Dry Docks Company, Ltd., launched from their
shipbuddmg and graving docks works the fine steel screw
steamer Ellerbeck, built to the order of Messrs. Sharp & Co.,
of Newcastle-on-Tyne. This vessel, which measures 255 feet
in length, with a beam of 36 ft. 9 in., has been constructed
under Lloyd's special survey for their highest class. She is
of the raised quarter-deck type, having short bridge and
topgallant forecastle. The Elleybeck is specially adapted for
the coal and wood trade, having specially large self-tnmraing
hatches and clear holds, together with the best and latest
design of deck machinery, including eight cargo winches, for
the quick and economic working of the cargo. Triple-expan-
sion engines of good power -will be suppUed b^^ Messrs. The
North Eastern Marine Engineering Co., Ltd., of Sunderland.
Grain Barge. — On July 8th, Messrs. Smith's Dock Company
(Limited) launched, at Middlesbrough, a steel steam twin-
screw grain barge.
Sarnia. — On July 9th, there was launched at Birkenhead
the triple-screw turbine steamer Sarnia, which has been built
to the order of the London & South-Western Railway Com-
pany for their Channel Island traffic. The Sarnia is 2S4 ft.
long on the water-line. 39 ft. broad, and 16 ft. 6 ins. deep
68
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
to main deck. She has accommodation for 186 first-class
passengers, 114 second-class, and a crew of 48. When
completed the vessel will be representative of all that is
best m a cross-Channel combined passenger and cargo steamer.
The propelling machinery consists of two double-ended
marine boilers and a set of Parson's turbines driving three
shafts, and designed to give the vessel a service speed of
20 knots.
Britfany. — On July 9th, there was launched at Hull a
single screw steamer which is being built to the order of
the London, Brighton & South Coast Railway Company
for their trade between Newhaven and Caen. The principal
dimensions are : — Length. 192 ft. ; breadth, 29 ft. ; and
depth, 1 5 ft. The vessel has been constructed of steel to
Lloyd's lOO Ai class, lor Channel service, and to Board
of Trade latest requirements. She is of the single-deck
type, with bridge and topgallant forecastle. A feature
of the vessel's equipment is the refrigerating plant, which is
of the most up-to-date type. The mam hold is fitted up
as an insulated chamber and has a capacity of about 6,500
cubic feet. The vessel is fitted throughout with a complete
electric hghting installation, and is provided with a powerful
searchlight on the forecastle deck for use in passing through
canals. The machinery consists of one set of triple-expansion
engines, with cylinders 15I in.. 25 in. and 40 in. diameter
by 27 in. stroke. Steam will be supplied at a pressure of
160 lb. per square inch by two cylindrical boilers. The
machinery throughout is of the highest class, and of sufficient
power to propel the vessel at a .speed of 1 2 knots per hour.
Berpark. — On July 9th, Messrs. Craig, Taylor & Co.,
Ltd.. launched from their Thornaby shipbuilding yard,
Stockton-on-Tees, a finely modelled steel screw steamer to
carry about 70 tons deadweight on a light draught of water.
The owners, Messrs. Joseph Hoult & Co., Ltd.. of Liverpool,
were represented at the launch by Mr. B. Allen, of Liverpool,
under whose superintendence the vessel has been built.
Corbridge. — On July 13th, Messrs. Robert Thomp.son and
Sons, Ltd., launched from their Southwick yard, a first-class
cargo steamer, built to the order of Messrs. James Hnggarth
and Co., Cardiff, and the second vessel they have built
for this firm. The principal dimensions are : — Length. B.P.,
350 ft. ; breadth, 50 ft. ; and depth moulded. 25 ft. 10 in.
She will be clas.sed 100 A i at Lloyd's, under special survey,
and is constructed with single deck, and designed to carry a
large deadweight cargo on a light draught. Ample water
ballast is provided in the cellular bottom and after peak.
Full cargo poop and bridge are fitted. There are five cargo
hatchways with double derricks fitted on tables and cross-
trees at masthead, also derrick posts to bridge hatches,
worked by eight powerful steam winches, and a large multi-
tubular donkey boiler of ample capacity for the supply of
steam to the deck machinery, steam windlass and steam
steering gear. The engines, by Messrs. The North-Eastern
Marine Engineering Co.. Ltd., Sunderland, have cylinders
25 in., 42 in., and 68 in., with a stroke of 45 in., steam being
supplied by large boilers working at a pressure of 180 lbs.
per square inch.
Daventiy. — On July 2 1st, this vessel was launched Ircm
the North Sands Shipbuilding Yard, Sunderland, by Messrs.
Joseph L. Thompson & Sons. Ltd., having been specially
constructed to the order of Messrs. Sivewright. Bacon &■ Co.,
of Manchester, and is the sixth vessel Messrs. Thompson
have built for this firm. The principal dimensions of the
vessel are : Length, 367 ft. 3 in. by breadth extreme 50 ft. 1 1 in.
by depth moulded 27 ft. 4 in. The vessel has been con-
structed to Lloyd's highest class, under their special survey,
the upper deck being fully laid and the main deck for about
half length. A poop, bridge and topgallant forecastle are
also fitted. The vessel is very finely modelled . and is designed
to have a large cubical and deadweight capacity on a very
moderate draught of water. The deck machinery and gear
for the rapid handling of cargoes will be quite up-to-date.
The machinery has been constructed by Messrs. George
Clark, Ltd., of Sunderland, the sizes of the cylinders being
25111., 41 in., 68 in, by 48 in. stroke, supplied with steam by-
three larsc l)oilers working at iSo lbs. pressure.
Windsor Hall.— On July 2ist,Mes.srs. Wm.Doxford & Sons,
Ltd.. l.Hiiuiied from their yard at Pallion a single-deck
steamer 345 ft. long, 48 ft. broad, and of 27I ft. moulded
depth, liuilt to the order of Messrs. Edward NichoU & Co.,
Cardiff. This latest addition to their fleet is named the Wind-
sor Hall, and is designed to carry 6300 tons deadweight on
moderate draught. The classification is with the British
Corporation. The engines, with cylinders 25 in., 41 in.,
66in. and 45 in. stroke, and the two boilers 15 ft. g in. by
10 ft. loj in., have also been built by Messrs. Doxford.
Dalecrest. — On July 22nd. the Northumberland Shipbuild-
ing Co.. Ltd., launched from their yard at Howdon-on-Tyne,
the finely moulded steamer built to the order of Messrs.
Taylor & Worthington, Liverpool, for Messrs. The Dalecrest
Steamship Co., Ltd., Liverpool. The vessel is 390 ft. long
by 49 ft. beam by 29 ft. deep, and has been built under
special survey to the highest class at Lloyd's. She is fitted
with long bridge, long poop, topgallant forecastle, the accom-
modation, which IS very ample, being placed in steel houses
on the bridge deck. The 'tween decks are lofty and so
arranged that cattle, troops or emigrants may be carried if
necessary. Very special attention has been paid to the
leading and discharging gear, and a complete outfit for the
rapid handling of cargoes arranged for consisting of eight
steam winches by Messrs. Clarke, Chapman & Co., Ltd...
Gateshead-on-Tyne. a large number of cargo derricks and
steam windlass by Messrs. Clarke, Chapman & Co.. Ltd.
She is fitted with the usual water ballast arrangements for
light passage. The machinery will be supphed by Messrs.
Richardsons, Westgarth &■ Co'. Ltd., Sunderland, consisting
of engines with cylinders 25 m., 41 in.. 69 in. by 48 in. stroke,
three large steel boilers with 180 lbs. pressure. This vessel
will carry about 7450 tons on a light draught and steam
about 10 knots loaded at sea.
H. A. L. Russell. — On July 25th, there was launched from
the shipyard of Messrs. Cochrane & Sons, shipbuilders,
Selby. a handsomely modelled steel screw trawler, the prin-
cipal dimensions being 130 ft. by 22 ft. 6 in. by 12 ft. 7 in.
moulded. The vessel has been built to the order of Messrs..
Pickering & Haldane's Steam Trawling Co.. Ltd.. of Hull,
and willbe fitted with powerful triple-expansion engines by
Messrs. Amos & Smith, Ltd.. of Hull, and is replete with
all the latest improvements for fishing purposes.
S. L. Haldane. — On July 25th, there was launched from
the shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely modelled steel screw trawler, the principal
dimensions being 130 ft. by 22 ft. 6 in. by 12 ft. 7 in. moulded.
The vessel has been built to the order of Messrs. Pickering
& Haldane's Steam Trawling Co., Ltd., of Hull, and will
be fitted with powerful triple-e.xpansion engines by Messrs.
C. D. Holmes & Co., Ltd., of Hull, and is replete with all the
latest improvements for fishing purposes.
Kamma. — On July 26th. a new steel screw steamer which
has been built by Messrs. Wood, Skinner & Co., Ltd., of Bill
Quay, Newcastle-on-Tyne. to the order of Mr. Martin Carl,
of Copenhagen, was successfully launched. The vessel is
of the single-deck type, with poop, long bridge and topgallant
forecastle, and has water ballast provided in the cellular
double bottcm and fore and after-peak tanks. She has been
built under Lloyd's special survey for their highest classifica-
tion and is fully equipped with all the necessary appliances
in the way of deck fittings and machinery to facihtate the
loading and discharging of cargo with despatch. The engines
have been constructed and will be fitted by Messrs. the North-
Eastern Marine Engineering Co., Ltd.. of Wallsend-on-Tyne.
and will comprise a set of triple-expansion engines of the
most improved type supplied with steam by a large steel
multitubular boiler. The engines and boiler have also been
built to Lloyd's requirements.
Snowdrop. — On July 27th, the ferry steamer Snowdrops
was launched from the yard of Messrs. Cammell. Laird & Co.,
Ltd.. Birkenhead, this being the second of the two new
ferry steamers to the order of the ^^'allasey I.'rban District
Council, the vessels being of the following dimensions : —
Length, 160 ft ; beam, 38 ft. 6 in., and depth moulded, 1 1 ft.
3 in., and designed to carry about 1400 passengers.
They are being hand.somely fitted up and a complete system
of electric lighting will be installed. They are being built
to the highest class at Lloyd's for river purposes, and also
in accordance with the latest rules and regulations of the
Board of Trade. The whole of the machinery wil\ be placed
under the main deck, thus providing large saloon accommoda
tion, to which special consideration has been given in regar"
September, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
6q
to heating-and ventilating arrangements in order that pas-
sengers will bo provided with every comfort possible. Water
tight bulkheads are fitted throughout the vessel, fore and aft
and athwartships, thus making them practically unsinkable
in case of coUision. Over the saloon there is an e.xtensive
promenade deck, which is carried out the full length of the
vessel amidships, and the overhang of the decks at the end
is supported on brackets, this arrangement jiroviding spacious
. accommodation and to a great extent sheltering the main
deck below. Bilge keels are also fitted to avoid excessive
rolling in bad weather. The machinery is being constructed
by the shipbuilders, and consists of two .sets of triple-expan-
sion engines having cylinders i6 in.. 24 in. and 41 in. diameter,
with a stroke of 21 in., which are to be supplied with steam
from two powerful boilers.
IngStad. — On July 27th, there was launched from the
yard of Messrs. R. Williamson & Son, Workington, a steel
steamer called the Ingstad for Norwegian owners, of the
following dimensions : — Length, 181 ft. 8 in ; breadth, 28 ft.
6 in., depth moulded, 14 ft. 7 in., and designed to carry 1080
tons deadweight on Lloyd's freeboard. The vessel is built
to the highest class at Lloyd's and will be propelled by triple-
expansion engines having cylinders i; in., 25 J in. and 41 in.
dia. by 30 in. stroke, steam being supplied by a large cylin-
drical steel boiler 14 ft. 6 in. dia. by 10 ft. 6 in. long, working
at a pressure of 160 lbs.
George V. — There was recently launched on the Tyne a
steel .screw tug, which has been built to the order of Messrs.
R. Redhead & Son, of Newcastle. She is 106 ft. 6 in. in length
by 23 ft. beam, and has engines of 750 horse power. She is
arranged with all the latest improvements for towing vessels
of large size, and is equipped for long oversea towage work.
Ingleside. — On .\ugust 6th, there was launched from the
yard of the Tyne Iron Shipbudding Co., Ltd., Willington
Quav-on-Tyne. a steel screw steamer built to the order of
the Rowland & Marwood's Steamship Co., Ltd., of Whitby.
It is interesting to note that t'his ve.ssel is built on the Isher-
wood patent system of longitudinal framing and is the second
vessel of this type to be launched on the Tyne, and marks a
considerable advance in shipbuUdmg progress. The vessel
is built to the highest class at Lloyd's and is of the following
dimensions : — Length overall, about 360 ft. ; breadth ex-
treme, 50 ft. ; depth moulded, 25 ft. 10 in. She is built
under the single-deck rule w-ith poop, bridge and forecastle.
Has water ballast fitted right fore and aft on the cellular
system and is also -fitted with all modern improvements for
the rapid loading and discharging of cargo, including eight
double cylindered steam winches, direct-acting steam windlass,
large multitubular donkey boiler, steam-steering gear by
Messrs. Donkin A Co.. with right and left-hand screw gear aft.
She IS fitted with double derricks to all main cargo holds and
has derrick posts on bridge for dealing with the cross bunker
hatch and is in all respects an exceptionally good example
of the modern cargo steamer, as she carries about 6400 tons
deadweight on the very light draught of 21 J ft. The engines
which are to be supplied by Messrs. John Dickinson .V Sons,
Ltd., of Sunderland, are of' the triple-expansion type, having
cvlinders 24 in., 40 in. and 66 in. by 45 in. stroke, with two
boilers 16 ft. by 10 ft. 6 in., working at a pressure of 180 lbs.
Messrs. Wailes, Dove & Co.'s " Bitumastic " Enamel was
applied to the bunkers, and their " Bitumastic " Covering
to boiler-room tank top.
Highland Brae. — On August 6th, there was launched at
Birkenhead the steamer Hifrhland Brae for the fleet of the
Nelson Steam Navigation Co. The new vessel is of 8000
tons, with fine accommodation for first and second-class
passengers.
LAUNCHES— Scotch.
Knight Companion.— On June 21st, a steel schooner-rigged
steamer of about 7^00 tons gross, named Knight Companion.
was launched at Glasgow, the owners being the Knight
Steamship Co.
Copenhagen. — On July 28th, there was launched at Port
Glasgow a steel screw steamer of 4500 tons, named Copenhagen,
which has been built to the ord'er of Messrs. Glen & Co.,
Glasgow.
Highland Glen. — There was launched recently at Port
Glasgow the screw passenger and cargo steamer Highland
Glen, which has been built for Messrs. H. & W. Nelson,
Liverpool and London. The gross tonnage is 7400 tons.
The steamer will carry eighty first-class and thirty second-
class passengers, and is installed throughout the holds for
the carrying of frozen meat between Buenos Ayres and this
country.
Inventor. — On .\ugiist 4th, there was launched from the
shiplniilding yard of Messrs. David & Wilham Henderson
and Co., Ltd., at Partick, Glasgow, a large steel .screw steamer
of about 8000 tons gross, which they have built to the order
of Messrs. Thomas & Jas. Harrison, Liverpool. This addition
to the already large fleet of vessels owned by Messrs. Harrison
is 470 ft. long between perpendiculars by 58 ft. broad by 34 ft.
10 in. depth moulded, is classed in Lloyd's 100 Al and fulfils
the requirements of the Board of Trade for their passenger
certificate. She is rigge<l as a four-masted schooner and has
an exceptionally large number of powerful derricks which,
with ten steam winches, provide ample means for the rapid
handling of large cargoes. Comfortable accommodation is
provided on bridge deck amidships for passengers, also for
officers, engineers, etc., while the petty oflicerg are berthed
in forecastle, and the crew in poop. The machinery, which
has been constructed by the builders, consists of quadruple-
expansion engines having cyUnders 25^ in., 36^ in., 52 in.
and 74 in. dia. bv 54 in, stroke, with steam from three boilers
at 215 lbs. pressure.
Valenca. — On August 4th, there was launched at Ayr a
steel twin-screw steamer, built to the order of Messrs. J. M.
Campbell & Sons, Glasgow, for the Empreza Navagacao
Bahiana, of Bahia. The vessel is intended for the ferry
traffic at Bahia. Her dimensions are 116 ft. by 21 ft. by
7 ft. 6 in. depth moulded to main deck and 15 ft. to pro-
menade deck. She is fitted for a large number of pas.scngers,
and for the carriage of a quantity of hght cargo. Her ma-
chinery will consist of twin-screw triple-expansion engines,
and it is anticipated a speed of about 1 1 knots will be attained.
Brentham. — On .August 9th, there was launched at Govan
the screw steamer Brentham, which has been built to the
order of Messrs. Paton & Hendry, Glasgow. The vessel is
of the following dimensions :— Length, 199 ft. 3 in. ; breadth,
30 ft. ; depth. 14 ft. 3 in. ; and of about 800 tons gross.
The Brentham. which is designed for the coasting trade, is
fitted with large hatches and self-trimming hold, designed
for carrying heavy machinery and boilers.
Thomas Holt. — On August 9th, there was launched at Port
Glasgow the finely-modelled steel screw passenger and cargo
steamer Thomas Holt, which has been built to the order of
Messrs. John Holt & Co., Ltd., Liverpool. The ve.ssel is 260
ft. 6 in. long, and is intended for the West African trade.
On the shelter deck accommodation is provided for the
captain, officers, engineers and passengers, while the crew
and Kroo boys have their quarters in the raised forecastle
and poop. Sjjecial attention has been given to the ventilation
of the vessel, electric fans being introduced. Mosquito screens
have been fitted throughout. The steamer is equipped with
refrigerating plant and coohng chamber. The new vessel
has been built on the Isherwood system to Lloyd's highest
class.
Chindwin.— On August loth. there was launched at Dum-
barton the steamer Chmdwin, which has been built for Messrs.
Henderson, of Glasgow. The Chtndivin has been built to
the highest class and under the special survey of the British
Corporation. Her dimensions are :— Length between per-
pendiculars, 445 ft ; breadth moulded, 55 ft. ; depth moulded,
31 ft. 4 in. She is the largest vessel the Company has owned,
the larger dimensions being necessitated by increased trade
being done with Rangoon. There is accommodation for 100
passengers in roomy, well-lit state-rooms, also an installation
of electric fans to neutralize the discomforts of the passage
through the Red Sea. The propelling machinery will be
suppUed at Dumbarton.
LuClSton. — On .\ugust loth, there was launched at Port
Glasgow a single-deck steel screw steamer, built to the order
of mI'ssi-s. W. S. Miller & Co.. Glasgow. The vessel, which
has been built to Lloyd's highest class, is of the following
dimensions :— Length, iz^ ft. ; breadth, 48 ft. ; and depth.
24 ft. For the rapid handling of cargo the steamer is fully
JO THE MARINE ENGINEER AND NAVAL ARCHITECT. September, 1910.
equipped with derricks, self-lubricating cargo blocks and
gins, and has six winches and large donkey boiler. The holds
are fitted with grain divisions in order that grain in bulk
may be safely and conveniently carried.
Cannavleiras. — On Augu.st 12th, there was launched at
Troiin ,1 luiu-screw jiassenger steamer which has been built
to the order of Me.ssrs. John M. Campbell & Son. Glasgow,
for Brazilian owners. The dimensions of the vessel are : —
200 ft. by 32 ft. by lo ft. 4 in. depth (moulded) to main deck,
with continuous shelter deck. She is built to the highest
class at Lloyd's for the South American coasting trade.
Accommodation is provided for fifty-four first-class and
twenty-four second-class passengers. She is to have a speed
of 12^ knots. A Cochran (Annan) donkey boiler, with patent
seamless furnace, has been supplied and fitted.
TRIAL TRIPS.
Baltistan. — On June 17th, the large steel screw steamer
Baltistan. Iniilt by Messrs. W. Gray & Co., Ltd., for Messrs.
Frank C. Strick & Co., Ltd.. was taken on her trial trip.
Mr. Archibald Walker, who has superintended the construc-
tion of the ship and machinery, represented the owners on
the trial, Mr. James Innes, Lloyd's Registry, Captain J. E.
Murrell, the shipbuilders, and Mr. Maurice S. Gibb the engine
builders. The trial was a very satisfactory one. a speed
of I j knots being obtained. For launch, see May issue.
Ladywood. — On June 25th, Messrs. O.sbourne, Graham
and Co., Ilylton. sent to sea for her oiScial trial the steel
screw steamer Ladywood. During the trial, which was in
every way satisfactory, a speed of 1 1 knots was easily attained.
See Launch in July issue.
Anna. — On June 27th. the s.s. Anna, of about 2200 tons
deadweight, built by the Campbeltown Shipbuilding Co.,
Campbeltown, for German owners, ran trials at Wemyss
Bay. The vessel is of the well-deck type with raised quarter
deck, bridge and topgallant forecastle, and is specially
arranged for the owners' timber and general trades. Messrs.
J. G. Kincaid & Co., Ltd., Greenock, supplied the machinery,
and on the trial a mean speed of iii knots was attained.
Zeelandia. — The twin-screw liner Zeelandia, the second
vessel whicli Mes.srs. Alex. Stephen & Sons, Ltd., Linthouse,
have built for the Koninklyke HoUandsche Llovd, of Amster-
dam, has just completed her speed trials on the Firth, and
obtained a speed, loaded, of 16 knots — a remarkable result
for a vessel with a deadweight capacity of over 7S00 tons
and dimensions of — Length, 460 ft ; breadth, 55 ft., and
depth, 37 ft. After the trials the vessel left for Amsterdam,
from which port she will sail for Buenos Ayres. For
Launch see June issue.
Bideford. — On July 4th. the steel screw steamer Bidefoyd,
Innlt bv Messrs. Craig, Taylor & Co.. Ltd., Stockton-on-Tees,
for Messrs. W. J. Tatem & Co.. of Cardiff, was taken to sea
for her trial trip, which proved highly satisfactory. During
the whole of the trip everything worked with the greatest
smoothness, and over a series of runs a speed of loi knots
was maintained, the vessel at the time being fully loaded.
Immediately after the trial the vessel proceeded on her
voyage to Alexandria under command of Captain Turner.
For Launcli see July issue.
Highland Corrie. — On July 5 th. the new Nelson hner
Hiohhind Coryie, of 7400 tons, ran her speed trials on the
F'irth of Clyde, when excellent results were obtained. She
was built at Port Glasgow for the meat-carrying trade between
South .^merica and Liverpool. For Launch see July issue.
St. Albans.— On July 6th. the new steamer St. Albans,
bu)lt and engined by Messrs. Workman, Clark & Co., Belfast,
for the Eastern and Australian Steamship Co., Ltd., London,
left Belfast Harbour, and after adjustment of compasses and
speed trials, which were highly satisfactory, the vessel pro-
ceeded to Cardiff to take in coal for Shanghai, For Launch
see June issue.
Leucadia. — On July 7th, the s.s. Lciicadia. built by the
Tyne Iron Shipbuilding Co., Ltd., of Willington Quay-on-
Tyne, for the International Line Steamship Co., Ltd., of
XVhitby, was taken to sea for her trial trip, and although
the weather was stormy the vessel attained a mean speed
of 10 knots. This trial is interesting, as the Leucadia is the
first vessel to be built on the Tyne under the Isherwood
system of longitudinal framing, a system which is having an
increased vogue with both shipowners and shipbuilders.
Akassa. — On July 7th, the new steamer .ikassa proceeded
on Ikt official trial trip after adjusting compasses in Hartle-
pool Bay. A large party attended the trial trip, which was
in every way satisfactory, and although the weather was
unfavourable a speed of about 1,3 knots was obtained. The
owners were represented by Mr. Alex. Craigie, the .ship-
builders by Mr. Robert Duncan, and the engineers by Mr.
G, TIrquhart. For Launch .see June issue.
Corncrake. — On July Sth, the steamer Corncrake, built
at Troon for the London and Antwerp service of the General
Steam Navigation Co., underwent her trial trip with satis-
factory results. On the mile a speed of 1 2 V knots was attained
being considerably in excess of contract. For Launch see
Jul\' issue.
Sergipe.— On July Sth, the official full .speed trial of the
torpedo-boat destroyer Sergipe, built for the Brazdian Govern-
ment by Messrs. Yarrow & Co., Ltd., of Glasgow, took place
on the Skelmorlie deep water measured mile at the mouth of
the Clyde. The contract speed of 27 knots, carrying a load
of 100 tons, was easily exceeded. The actual .speed obtained
was 27'676 knots on the mile, and 27'6o5 knots during a con-
tinuous run of three hours' duration. The Sergipe is the last
of the ten destroyers ordered by the Brazilian Government
from Messrs. Yarrow. The dimensions of these destroyers
are : — Length, 240 ft. ; beam, 23 ft. 6 in. They are propelled
by two sets of four-cylinder balanced reciprocating engines
of 8000 horse-power collectively. Steam is supplied by two
double-ended Yarrow boilers of the latest type. For Launch
see June issue.
Jonathan Holt. — The new steamer Joiialhan Halt, which
has been built on the Clyde for Messrs. John Holt A: Co.,
of Liverpool, has undergone her trials. Having accomplished
good speed results, she left for Liverpool to load there on her
maiden voyage. For Launch see July issue.
Duchess of Richmond. — On July 12th. the handsomely-
modelled paddle steamer Duchess of Richmond, whicli Mes,srs.
David lV William Henderson & Co., Ltd., Meadowside Works,
Partick, have built to the order of the London & South-
western and London, Brighton & South Coast Railway
Co., for their Portsmouth and Isle of Wight traffic ran her
trials on the Firth of Clyde. During the day, the machinery
worked smoothly and a speed considerably in excess of the
contract was attained. For Launch see July issue.
Stephen Furness. — On July 12th, the new steel screw
passenger steamer Stephen Furness proceeded on her official
trial trip in Hartlepool Bay after adjusting compasses, having
previously loaded at Middlesbrough. The trial trip was
exceedingly satisfactory, a mean speed of 15I knots being
obtained on the measured mile. For Launch see July issue.
Teeswood. — On July 12th. the s.s. Teeswood, built by
Messrs. W. Harkess & Son, Ltd.. to the order of Messrs. the
Meteor Steamship Co., Ltd., of Middlesbrough, was taken for
her official trial trip, when a mean speed of 1 1 knots was
obtained on a series of runs over the measured mile. Every-
thing worked to the entire satisfaction of the owners, who
were represented on the trial by Mr. Wm. Constantine. This
steamer has been completed and delivered to her owners in
less than three months from signing contract, and is the
fourth steamer built by Messrs. W. Harkess & Son, Ltd., for
the Meteor Steamship Co., Ltd.
RegiStan. — On July 14th, the large steel screw steamer
Registaii, built by Messrs. Wm. Gray & Co., Ltd.. for Messrs.
Frank C. Strick & Co., Ltd., of London, had her trial trip.
The performance of ship and machinery was very satisfactory,
a speed of I3'i knots being obtained. For Launch see June
issue.
Eggesford. — On July i6th. the steel screw steamer Egges-
foyd, built by Messrs. Craig. Taylor & Co., Ltd., Stockton-on-
Tees, for Messrs. W. J. Tatem & Co., of Cardiff, was taken
to sea for her trial trip, which proved highly satisfactory.
During the whole of the trip everything worked with the
greatest smoothness, and over a series of runs a speed of
loS knots was maintained, the vessel at the time being fully
loaded. Immediately after the trial the vessel proceeded
on her voyage to Leghorn under command of Captain King.
For Launch see July issue.
September, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
71
Camerata. — On June 25th. the handsomu steul scn.-w
steamer Ctiiiicyalci. built liy Messrs. Wni. Gray & Co., Ltd.,
to the order of Messrs. l-'rank C. Strick & Co.. Ltd., of London
and Swansea, for La Tunisienne Steam Navigation Co., of
I'aris, had her trial trip. Mr. Archibald Walker, who has
superintended the construction of ship and machinery,
represented the owners on the trial ; there were also on
board Mr. James Innes and Mr. Ward, of Lloyd's Registry,
Captain J. E. MurroU, representing the builders of the ship,
and Mr. J. B. Williams, on behalf of the builders of the
machinery. The trial was a very satisfactory one, the
speed being iiV knots. (See June issue for Launch.)
Boukadra. — On July 2ist, the handsome steel screw
steamer Boukadra. built by Messrs. Wm. Gray & Co., Ltd.,
to the order of Messrs. Frank C. Strick & Co., Ltd.. of London
and Swansea, for La Tunisienne Steam Navigation Co.. of
Paris, had her trial trip. The vessel has been built to Lloyd's
highest class, and is of the following dimensions, viz.. length
over all, 362 ft. ; breadth, 50 ft. ; and depth, 25 ft. i U- in.
She has long bridge and poop, and topgallant forecastle.
The saloon, state-rooms, captain's and officers' rooms are
lifted up in the poop, the engineers' accommodation in houses
on the bridge deck, and the crew's berths in the forecastle.
The hull is built with deep bulb angle frames, cellular double
bottom and large aft-peak ballast tank. Ten steam winches,
steam-steering gear amidships, hand-screw gear aft, patent
direct steam windlass, large horizontal multitubular donkey
boiler, stockless anchors, telescopic masts with fore and aft
rig. boats on deck overhead, and all the requirements of a
iirst-class cargo steamer, including Porter's patent derrick
sockets for dealing with heavy lifts by combining the ship's
ordinary derricks, have been fitted. Triple-expansion
engines have been supplied by the Central Marine Engine
Works of the builders, having cylinders 24 in., 38 in. and
64 in. diameter by 42 in. stroke, and two large steel boilers
adapted for a pressure of 180 lbs. per square inch, worked
under Howden's system of forced draught. The port open-
ings in .the cylinders are large, to ensure an easy passage for
the steam, and so obtain the maximum efficiency from it.
The engines are fitted with a " Contraflo " main condenser,
a " Contraflo " atmospheric condenser being installed for
the auxiliary machinery. -\ Morison surface feed-heater,
combined with oil and air extractor, is also fitted, the engine-
room auxiliaries, including a number of duplex pumps of
the builders' " Cmew " type, being very complete and
carried out in accordance with the requirements of the
owners' superintendent engineer. The leading feature of
the condenser design is a new method of temperature regula-
tion, by means of which the air-withdrawmg capacity of the
air pump can be so adjusted to the demand that the thermal
efficiency of the engines is at a maximum under all conditions
of working, this arrangement having a favourable influence
on economy.
Indian Prince. — Un July 23rd, the new screw steamer
Indian Prince, built by INIessrs. John Readhead & Sons,
Ltd., West Docks, South Shields, to the order of the Prince
Line, Ltd., was taken to sea on her official trial trip. The
vessel was run several times over the measured mile, the
trial being in every way successful to both owners and
builders. After the trial the vessel proceeded to .\ntwerp
to take in cargo for the River Plate, under the command
of Captain Kirkwood. (See July issue for Launch.)
Don Carlos. — On July 22nd, Messrs. Day, Summers & Co.,
Ltd.. of Xortham Iron Works, Southampton, carried out a
successful trial of the new cargo and passenger steamer Do)i
Carlos, which they have just completed for Messrs. Liebig's
Extract of Meat Co., Ltd. The principal dimensions of the
vessel are : — Length, B.P., 140 ft. ; beam, 25 ft. ; depth,
12 ft. 6 in.; tonnage. B.M., 415. This trial was carried
out with the vessel in light trim, and she easily exceeded
her contract speed of 1 1 knots on the measured mile for
this condition. The machinery, which consists of one set
of triple-expansion engines, having cylmders 14 in.. 2Z in.
and 37 in. diameter by 27 in. stroke, working at a pressure
of 160 lbs., indicated 730 horse-power. The vessel, which
is built to Lloyd's highest class under special survey, has a
hold capacity of 250 tons, bunker capacity of 50 tons, and
accommodation on the main deck for twelve passengers,
having a roomy dining-saloon, galley, bathrooms, etc. A
teak deckhouse on the bridge deck includes accommodation
for the captain, a wheclhousc with flying bridge over and
companion.
San Remo. — On July 23rd, tin- nmv steel screw steamer
Sail h\-iihi. built by Messrs. Wood, Skinner & Co., Ltd.,
HUl (,Juay-on- I'yne, to the order of Mr. Otto T'horesen. of
Christiania. Norway, for his s])ecial trades, left the Tyne
for her oflieial trial trip. During the trial run the machinery
worked most satisfactorily, a mean speed of nearly 1 1 knots
being easily maintained. (See July issue for Launch.)
Canadian Transport. — On July 26th, the fine steel screw
cargo steanur. Cmiadian Transport, built by Messrs. Sir
Raylton Dixon & Co., Ltd., of Cleveland Dockyard, Middles-
brough, to the order of the Empire Transport Co., Ltd.,
London, proceeded to sea for her official trials. The steamer
has four holds, five hatches, two masts, nine derricks, aiul
is equipped with seven powerful steam winches, steam wind-
lass and hand and steam-steering gear and all the latest
and most modern appliances for the rapid handling of cargo.
Triple-expansion engines, having cylinders 25 in., 40 in.
and 67 in. by 45 in. stroke, supplied with steam by three
large single-ended boilers working at 180 lbs. pressure, have
been fitted by Messrs. Richardsons, Westgarth & Co., Ltd.,
Middlesbrough. (See August issue for Launch.)
Bogstad. — On July 29th, Messrs. Osbourne. Graham & Co.
sent to sea for her official trial trip the steel screw steamer
Bogstad, which is the third vessel they have specially con-
structed to the order of Messrs. Fearnley & Eger. of Chris-
tiania. During the loaded trial, which was very satisfactory
in every way, a speed considerably over the contract require-
ments, was easily attained, .\fter the trial the vessel pro-
ceeded to Cronstadt, under the command of Captain Evensen.
(See August issue for Launch.) A Cochran (.4nnan) donkey
boiler, with patent seamless furnace, has been supplied and
fitted.
Thistleban. — On July 30th, the steel screw steamer Thistle-
ban, built by Messrs. Craig, Taylor & Co., Ltd., Stockton-on-
Tees, to the order of Messrs. The Albyn Line. Ltd. (Messrs.
Allan, Black & Co., Sunderland, Managers), was taken to
sea for her trial trip, which proved higfily satisfactory.
The vessel is of the following dimensions, viz. : — 382 ft. by
51 ft. 44 in. by 26 ft. 6 in. moulded. She is built of steel
to the highest class in Lloyd's Registry under special survey,
and has poop, long bridge and forecastle combined, water
ballast in double bottom fore and aft, and in peaks. She
is fitted with patent direct steam windlass with quick-warping
ends, steam-steering gear, eight steam winches, and multi-
tubular donkey boiler, shifting boards in holds for carrying
grain cargoes, telescopic masts to Manchester Ship Canal
requirements, double derricks, and all the latest improve-
ments for rapid loading and discharging. Her engines have
been constructed by Messrs. Blair & Co., Ltd., Stockton-on-
Tees, the cylinders being 26 in., 42}- in., 69! in. by 45 in.,
with two large steel boilers working at 180 lbs. pressure.
During the whole of the trip everything worked with the
greatest smoothness, and over a series of runs a mean speed
of slightly over 12 knots was maintained. Immediately
after the trial the vessel proceeded under command of Captain
Staveley.
Izabran. — On .\ugust 4th. this vessel, recently built by
Messrs. Wm. Doxford & Sons, Ltd., Sunderland, for Messrs.
Lucovich. Banaz lV Harris, Ltd., of London, ran her full
loaded trial from the Tyne, when a speed of 10-58 knots
was registered on the measured mile. She carries 6. goo
tons, and is fitted with tri-compound engmes of 1.700 I.H.P.,
and has been built under the British Corporation Survey and
Classification, and also receives the classification of the
Austrian Veritas for their Registry.
AriOStO. — On August 6th. the fine steel screw steamer
Ariosto, built by Messrs. The Northumberland Shipbuilding
Company, Ltd., Howdon-on-Tyne. to the order of Messrs.
Thos. Wdson, Sons & Co., Ltd., Hull, for their Eastern trade,
left the Tyne for her trial trip. The steamer is 390 ft. long
by 49 ft. beam by 29 ft. deep, and has been built under
special survey to the highest class at Lloyd's, with two com-
plete steel decks. She is fitted with long poop, long bridge,
topgallant forecastle, the accommodation, which is very
ample, being placed in steel houses on the bridge deck.
I The 'tween decks are lofty and so arranged that cattle,
troops or emigrants may be carried if necessary. Very
72
THE MARINE ENGINEER AND NAVAL ARCHITECT. September, igio.
special attention has been paid to the loading and discharging
gear, and a complete outfit for the rapid handling of cargoes
arranged for, consisting of eight steam winches by Messrs.
Clarke, Chapman & Co.. Ltd., Gateshead-on-Tyne. a large
number of cargo derricks, steam windlass by Messrs. Clarke,
Chapman & Co., Ltd., and powerful steam-steering gear by
Messrs. Donkin. She is fitted, of course, with the usual
water ballast arrangements for light passages. She has
been constructed to a line model with a view to rapid speed
and economy in fuel, and the machinery has been supplied
by Messrs. Richardsons, Westgarth & Co., Ltd., Sunderland,
consisting of engines with cylinders 25 in., 41 in. and 60 in.
by 48 in. stroke, three large steel boilers 180 lbs. pressure.
The vessel is designed to carry about 7,500 tons deadweight
on the light draught of 23 ft. 8 in. The trial trip proved
in every way satisfactory, and after the trial trip, the vessel
proceeded to Middlesbrough to load for the East, under the
command of Captain Jones.
Kansas. — On August nth, the new Bucknall Line steamer
A'kji.shs. built by Messrs. Workman, Clark & Co., Ltd.,
Belfast, left Belfast Harbour and proceeded to the Carrick
Roads for adjustment of compasses, after which she pro-
ceeded on her speed trials over the measured mile course.
The results attained were highly satisfactory to all concerned,
and the vessel afterwards left for Barry to take in coal.
(See August issue for Launch.)
Joseph Chamberlain.— On August 13th, the handsome
steel screw stc.uiier Joseph Chamberlain, built by Messrs.
Wm. Gray & Co., Ltd., for Messrs. J. & R. O. Sanderson,
of West Hartlepool and Cardiff, was taken for her trial trip.
The trial was a highly satisfactory one, a mean speed of i U
knots being registered. (See August issue for Launch).
The Marine Engineer and Naval
Architect Patent Record.
Compiled i/y Messrs. E. P. Alexander S- Son, Cluutcred Patent
Agents, 306, High Holborn, London, W.C.
No. 5809. Condenser Systems.— Two air-pumps (g, h)
each capable of use as a wet air-pump, are arranged so that,
under normal conditions, one pump (h) withdraws air and
vapour only, being provided for this purpose with an injection
of cooled water of condensation, while the other pump (h)
withdraws water of condensation only, but, in the event
of a breakdown of either pump, the other can be made to
act as a wet air-pump without modification of the conditions
prevailing in the condenser. When abnormal conditions
prevail in the condenser, the two pumps may also both be
worked in parallel as wet air - pumps. The injection
water may be taken from the discharge of the air-pump
d-
*t
or may be derived directly from the condenser. It is cooled
in a cooler (c) either in the base of the condenser or elsewhere,
and mav be led to the pump either through the pipe convey-
ing the air and vapours or through a separate pipe (.v) Both
pumps may be connected by suitably valvcd pipes to the in-
jection supply, and in the case where both pumps are used
simultaneously as wet air-pumps, the whole of the water
of condensation is cooled and divided between the pumps.
The means for cooling and controlling the injection water,
described in Specifications No. 21.120, .-\.D. iqo6, and No.
I7,:j63, .\.D. 1907, may be employed. The water of con-
densation of the air and vapours may be led from the con-
denser to the pumps and by the same pipe or by separate
pipes, as shown in Fig. 2, in which the air pipe (p) com-
municates with an air space (b) in the condenser, which is
shielded by draining-plates [z). while the water pipe {d)
communicates with a receiver (e). Valves (0, oi) control the
water supply to tin- pumps.
No. 6716. Condensers. — In a surface condenser, the tubes
are arranged in a circular stack placed eccentrically with
regard to the shell (i), so as to leave a steam space (11) at the
top and sides of the stack. Baffle-plates (18, 19) are disposed
in the space (11), so as to cause steam entering by the inlet
(8) to pass through the stack. Across the stack is placed
a baffle-plate (15), with a central draining-opening (16) and
turned-up edges (17). The end chambers are arranged con-
centrically with the tube stack and the tube-plates are just
large enough to hold tlie stack.
No. 7271. Reducing Valves.— In a reducing- valve having
a balancing diaphragm or piston to balance the inlet pressure
on the valve, and an operating diaphragm or piston exposed
to the reduced pressure, the pistons (i«, 16) are made integral.
the latter being an annular extension of the former, and are
arranged both on one side of a single diaphragm (7), which
formsa tight joint between the initial and rethiced pressure
chambers (2, 4) respectively.
October, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
73
The Marine Engineer
And Naval Architect.
LONDON, OCTOBER, 1910.
STEAM WHISTLES FOR SIGNALLING.
WE have on many occasions recently referred to
the necessity of having whistling devices made
as certain and efficient as possible if the pro-
visions as to signalling from vessel to vessel or from
vessel to shore by whistle are to be really a means of
safety, as if this is not done any defect in the opera-
tion is likely to cause the very reverse effect. We are
glad to note that the Board of Trade have recently issued
new regulations as to the construction and arrange-
ment of whistle pipes owing to the attention of the
Board being directed to the inefficiency of steam
whistles on many vessels when suddenly called upon
to produce a clear blast of a definite character. It is
satisfactory to learn that the officials of the Board
have at last awakened to the serious conditions that
obtain at the present time, and which, for years past,
have been patent to anyone who has sufficient intelli-
gence to appreciate the importance of the matter.
The Board registers its opinion that the inefficiency
arises mainly from the collection of water as resulting
from condensed steam, which has first to be blown
out of the whistle pipe before a clear note can be
sounded, and in such cases an attempt to make sound
signals as prescribed in the regulations for preventing
collisions at sea, especially those in Article 28, may
be misleading and a serious source of danger to navi-
gation. In the suggestions to surveyors the following
are embodied for their guidance : — Whistle pipes
should be carried from such a position as will ensure
a full supply of dry steam being obtained while the
vessel is under way, and if possible, bends should
be avoided and a continuous inclination be given
from the boiler to whistle, so that in ordinary
conditions of trim and heel any water will drain
back to the boiler. If these cannot be done, then
reliable automatic drains should be provided which
are to be always kept open. The diameter of
pipes for all vessels except launches and small
vessels should be at least i^ inches internally and in
the case of large vessels where the whistle is at a con-
siderable distance from the boiler the area of the pipe
is to be increased. It is further suggested that the
pipes should be carefully and efficiently lagged and
that such lagging should extend up to the whistle,
unless an area considerably in excess of that sug-
gested is used for the pipes. Any portion of the
whistle pipe beneath the deck should not be less in
diameter than that above it, and the area of all open-
ings to the boiler should at least equal the area of the
whistle pipe. Any means for shutting off" the whistle
pipes from the source of steam supply should be kept
fully open when the steam is turned on, otherwise
if only partially open any water present will not
readily drain back through and thus be a source of
inefficiency and consequent danger. The surveyors
are to make actual trials of the whistle of all new
vessels to ascertain if it is possible for them to be
rendered partially inoperative through the collection
of water, and unless a clear sounding blast is produced
under all conditions the trial is not to be regarded as
satisfactory. In regard to existing British vessels in
which the steam whistle is reported or found to be
inefficient, the attention of the owner or master is to
be directed to the fact, and the nature of the defect
causing the inefficiency is to be at the same time
pointed out. In drawing up these regulations it does
not seem to us that the Board have paid due attention
to various devices at present on the market for over-
coming the disadvantages which obtain with ordinary
systems, but we hope that as time goes on the merits
of such arrangements will have due weight given to
them, and the regulations be clearly framed so as to
include them as practical solutions of the problem.
LARGE LINERS AND HARBOUR DUES.
s
OME time ago we made reference to the possible
alteration of the basis of payment of harbour
dues in the case of large vessels drawing more
than the usual maximum draught, and we note that
the Southampton Harbour Board, at their meeting
last month, decided to seek Parliamentary powers to
charge vessels on registered tonnage and on draught
of water, instead of on registered tonnage only. They
do not seek to make any extra charge on vessels
drawing 30 feet of water or less, but on all vessels
drawing over 30 feet they desire to charge, in addition
to the authorised rates, ^d. per nett registered ton for
every foot or fraction thereof over the 30 feet or
fraction thereof. They further desire to charge vessels
drawing 30 feet and under, calling in the river only,
id. per nett registered ton, as at present, and those
drawing more than 30 feet, Jd. per nett registered ton
extra for each foot, or fraction of a foot, above the
30 feet draught, and at the same time to maintain the
right to increase the charge up to the maximum
defined in the schedule to the Act of 1887. In the
discussion that took place when the Board dealt with
the matter as presented to them in a report prepared
by a special committee, the adoption of the course
taken was opposed by some of the members, but the
resolution was carried, with a certain number voting
against it. In the course of such discussion it was
elicited from the chairman by Mr. Curry, the local
manager of the White Star Line, that a vessel draw-
ing 34 feet I inch would have to pay 3^d. per ton, as
74
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
against id. now charged. The Board are already
carrying out dredging operations to deepen the
channel from 32 to 35 feet, to make the port easy of
access at all states of the tide for ships of the
dimensions of the White Star liners Olympic
and Titanic and they asked both the White Star
Company and the South- Western Railway Company
to contribute towards the cost. As one would have
expected, they received a refusal in both cases ;
in the first, the Shipping Company considered that
they were doing their share in bringing traffic to
Southampton, and the bigger the ships they ran, the
greater the amount of dues they would pay the
Board ; in the second case, the Railway Company
agreed to share the cost of dredging a particular shoal
lying just outside the jurisdiction of the Harbour
Board, but as to further assistance, they considered
that as they were providing a new dock for the big
liners, they ought not to be asked to do the work of
the Harbour Board as well. It may be stated that
the Board have now the power to increase the dues
from id. to 2d. per ton, but they do not desire to
penalize old Companies like the Union and Castle and
the Royal Mail. However, the policy adopted by the
Board in this matter does not appeal to us as repre-
sentative of that broad-mindedness which should be
characteristic of administration of such a body as the
Harbour Board, it seems to us to be only dealing with
two ships at the moment, and not as a body looking into
the future for the development of the port. If the
port is to be made attractive, then money must be
spent for the purpose, and all users should share the
burden on an equitable basis. Assume, for a moment,
what would happen if the Board widened the channel,
obtained power to increase their rate, and then the
two or more steamers were offered equal facilities at
lower rates at another port ; it is obvious that the
remainder of their customers would have to pay a
larger price to make up for the loss of dues from the
large ships. We have no doubt that the Parlia-
mentary Committee will go fully into the merits
of the case before passing the proposal, as the
welfare of Southampton as a port is more or less
involved in the scheme.
THE SHIPYARD STRIKES AND LOCK-OUT.
SINCE our last issue the industrial community in
the North has been thrown into a state of dis-
organization by the action of the members of the
Boilermakers' Society, owing to the inability of the
executive to deal with their own members with
regard to breaches of the terms of the national work-
ing agreement, which was arrived at between the
Federation of Shipbuilding Employers and the
Unions some two years ago. Sectional strikes have
repeatedly taken place without regard to the terms of
the agreement, and the employers have had no option
but to post the notices. The ballot of the men would
not give their executive authority to give satisfactory
assurance as to the keeping of the agreement in the
future, and a conference has been proceeding at
Edinburgh between the two parties on the matters at
issue, but at the moment things are at a standstill,
as the men's representatives have returned home-
From what has transpired up to the present there
does not seem much hope of an early settlement
unless the men adopt a more reasonable and business-
like attitude with regard to their side of the question.
Many of the propositions put forward by them must
have been recognised by them as absolutely inaccep-
table by the masters, but we hope that by patience
and common-sense on the one hand and more reason-
ableness on the other, an early solution to these
trade-paralysing conditions will be found.
The Internal Combustion Engine. By Mr. Wm. P.
DuRTNALL. Referruig to Part I. of this paper, contributed
by Mr. Durtnall at the meetnig of the Institute of Marine
Engineers held at the Naval, Mercantile JIarine and Engineer-
ing Exhibition at Olympia on September 17th, and which
the reader will find prnited in e.vtcnsn in this number,
Mr. Durtnall informs us that Part II. will deal with the
apphcation of internal combustion engines of large power,
and show the great importance of valve settmg, timing and
ignition. Some particulars will also be given of the internal
combustion turbine.
THE MITSU-BISHI DOCKYARD AND
ENGINE WORKS.
{Continued from page 37.)
IN the shipyard at Nagasaki the experimental tank and
apparatus for resolving diagrams and data, with a
view to comparative analysis and improvements in
model and design for different requirements of speed and
carrying capacity, are completely equipped and quite in
keeping with the other departments of the works. The
waterway is 430 ft. long, 20 ft. broad, and 12 ft. 6 in. deep
at one end to 1 2 ft. at the other, the si.x inches being allowed
for drainage when emptying. Compartments are constructed
at one end to serve as wet and dry docks for the models,
also for spare gear, ballast weights, etc. At 25 ft. from
one end the water-way begins to shallow on a slope at the
sides, to allow the waves from the models to expend them-
selves, the racing track in the centre being left, however,
the full depth up to the end. The modelling machine, tank,
carriage and accessories for the tank were supplied by Messrs.
Kelso & Co., Glasgow. The offices in connection with the
experimental work are well arranged and suited for the
accommodation of the staff employed under the supervision
of the chief ship draughtsman.
Like the large modern self-contained works, there is a
testing house and a laboratory fitted and equipped for dealing
with the testing of material and working gear, and the
analyses of compositions and combinations. The lighting
and power distribution systems are electric for the most
part. The central station contains two Turbo alternators,
direct coupled to Parsons turbines, each of 500 k.w. ; one
direct-current generator, coupled to a Willans engine, also
of 500 k.w. ; two direct-current dynamos, coupled to Willans
engines, each of 100 k.w. ; two direct-current dynamos,
coupled to Mcintosh, Seymour & Co.'s vertical compound
engines, each of 225 k.w. ; and a 300 k.w. direct-current
dynamo, coupled to a three-phase induction motor ; also,
two dynamos, each of 25 k.w., coupled to one three-phase
induction motor and a motor generator of 100 k.w. for
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
75
The Mitsu Bishi Dockyard and Engine Works.
Tategami Shipyard and No. i Dock.
Akimoura Engine Works and No. 2 Dock with 150-ton Giant Crane, 1910.
76
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
charging secondary batteries of 3000 amp. hours capacity.
For the heavy shipyard machines there is an installation of
hydraulic power of 1 500 lbs. pressure, and for some of the
engine and boiler shops a similar system is installed of 1200
lbs. pressure. In addition to the electrical and hydraulic
systems, there is a pneumatic plant, with two compressors,
each capable of delivering 215 cubic feet of air per minute,
with a terminal pressure of 100 lbs. for riveting, drilling,
caulking, chipping, etc.
The interests of the men employed in the works are not
simply confined to the hard and fast lines of business, but
their welfare, apart from the shop, has received consideration
in the establishment of a pension scheme and a savings
bank, and also a workmen's protection scheme, which has
ness ; 14/- to ^f, for marriage expenses ; 4/- to £5 for a
birth or a death of near relative ; and 10/- for conscription.
Besides the shipyard and engine works at Nagasaki, the
Company in 1905 inaugurated works at Kobe. A floating
dock of 7000 tons lifting capacity was built at the Nagasaki
establishment and towed to Kobe. Two years later another
floating dock of 12,000 tons lifting capacity was under
course of construction, and the building of workshops on
a large scale was commenced. The No. 2 floating dock was
launched towards the close of 1908, and in December it
was occupied by the Mishima Maru, of 8,600 tons gross.
The works at Kobe are now in a position to build vessels
of 10,000 tons. The area embraced by this establishment
is 82 acres, with a sea frontage of 5000 ft., on which are
The Mitsu Bishi Dockyard and Engine Works, No. 3 Dock and S.S. "Minnesota.
been in satisfactory service since 1897. There are three
sections in the scheme : I., Injury ; II., Pension ; III.,
Sickness, marriage, birth and death. Under No. i, the
compensation varies according to the nature of the injury
and class of workman from ^'^ to ;£30o ; under No. 2. the
workmen each contribute a proportion regularly, the Com-
pany contributing a similar amount ; the pension is graduated
according to the class of workmen and time of service, those
of ten years' service being granted from ^9 to /70, and
those of twenty-five years' service from ;^40 to £},oo. Under
No. 3, each employee deposits a proportion of his wages,
the Company contributes a similar amount. The benefit
varies from 2jd. to 2/- per day for four months during sick-
building berths to take seven vessels at once of over 500 ft.
long. There is also a water basin of 14 acres, protected
by a breakwater looo ft. long, with a good sea entrance
alongside the basin, where vessels can lie under protection
at moorings for repair, overhaul or refitting. There is a
steel tripod sheer-legs, designed and constructed by Messrs.
Day. Summers & Co., Southampton. There are mooring
buoys, means of communication and transport which are
arranged to facilitate work. There are floating sheer-legs
of 40 tons working load, built at Nagasaki, and a salvage
steamer Arima Maru. with pumps of 2000 tons capacity
per hour. The " Workmen's Friendly Scheme " in operation
at Kobe is similar to that reierred to at Nagasaki.
October, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
77
THE WATKIN ELECTRIC SWITCH.
HOW often have those users of electric current
for Hghting purposes wished for some means by
which the same economic advantages in mani-
pulation and regulation of the supply of electricity
could be obtained, as in the case of the use of gas.
There is no doubt that the use of an electric lamp
from the conditions of darkness to maximum light
with no possible intermediate variation is a distinct
limitation to the use of electricity when due regard to
economy has to be maintained.
A device which enables the quantity of current de-
livered to an incandescent lamp to be regulated so as to
vary the amount of illumination, and at the same time
save the cost of current, must supply a want which has
been felt for some years. The conditions under which a
small amount of light is necessary during a consider-
able period do not obtain to a greater extent than in a
lighting installation on board ship, particularly rela-
tive to cabins which are placed in-board and can only
obtain light by artificial means. Then again there
are corridors, lavatories, and other similar places
where during a considerable portion of the night a
glimmer of light is quite sufficient to render a reason-
able use under general conditions. The regulation of
the passage of current for controlling the power
delivered, has, of course, been effected by means of a
series of resistances which can be switched in and out
of circuit as circumstances require, the heat generated
in such resistances having to be dissipated by radiation
to the atmosphere. However, these devices have
usually involved considerable weight and space, but it
does not appear to have occurred to people that there
was a desire for a graduated current controller which
is applicable for use with a single lamp.
The Adams Watkin Company, Limited, of Victoria
Street, London, W., have placed on the market an
extremely ingenious switch by which the variation in
current supplied can be made in various steps. One
form of the switch is illustrated in the accompanying
diagram which represents a switch of square forma-
tion, but the makers manufacture their article in the
form of the ordinary tumbler switch of a size which is
only slightly larger than ordinary switches of standard
make. There is nothing, of course, remarkable in the
electrical arrangement of the switch at all, as will be
seen from the illustration ; this particular device con-
sists of four resistance elements disposed parallel to one
another, with the necessary connections to a series of
contacts over which the movable contact of the switch
can pass, so as to cut out all the resistances for full
current or insert one or more according to the amount
of current required for the purpose. You cannot, of
course, msert the resistance to oppose part of the cur-
rent unless some heat is generated, which has to be
dissipated, and the main feature of the device is the
peculiar formation and the character of the resistances
employed. In a test which has been made by a recog-
nised testing Institution it has been shown that with a
switch having six regulating steps, the actual current
saved varied as follows : —
No. I 79' I %
No. 2 68-6 %
No. 3 53-2 %
No. 4 40-5 %
No. 5 29-1 %
No. 6 12-3 %
It will, ot course, be understood that the seventh step
is the one when the whole of the current is passing
through a lamp for example, and none passing through
the resistances, so that you have seven diflferent rates
of consumption which can be regulated by the switch
itself.
In the figures given the No. i step is that when the
lamp glows to a very small extent so as to give a
night-light effect, and under these conditions four-fifths
of the current is saved compared with the current
used when the lamp is taking the whole current, as is
the case in ordinary conditions of use. A further
important feature may also be mentioned with refer-
ence to the metallic filament lamps which have of
recent years been so largely adopted owing to their
much higher lighting efficiency per unit of current
compared with the ordinary carbon filament lamps.
Experience has shown, however, that the metallic
filaments are much more fragile, and therefore more
liable to fracture than carbon filaments, and that
risk of fracture is materially increased by the
sudden switching on of the current. The Watkin
Switch deals with this point very effectively as the
current is switched on gradually through various
steps of resistances which are gradually cut out in the
usual way until the maximum current flows. It will
be understood of course that with a switch of this
character there is no necessity for re-wiring at all, the
only thing to do is to substitute a Watkin Switch for
the ordinary switch on the existing wiring. Although
we have been dealing with the switch for the purpose
of lighting it is quite obvious that it can be used for
any other purpose for which a variable supply of
electrical current is used, either heating or power
purposes.
Engineering and Machinery Exhibition, Manchester.
This Exhibition promises to be a great success. Many
novelties in design and improvements in existing designs
wdl be shown for the first time, and the fact that no engineer-
ing exhibition has been held in Manchester for twenty-two
years should ensure a record attendance. The opening
ceremony wdl take place on October 14th, presided over
by the Right Hon. Sir George Reid, P.C, etc. The Engineer
ing Review announce that they will organize a great Inter-
national Exhibition in London, and that Olympia has been
taken for the purpose. The Exhibition will be held in 1912,
from October 4th to 24th, inclusive.
Messrs. Cochran & Co., Annan, Ltd., have fitted their
donkey boilers, with patent seamles.s furnace, to the following
vessels : — s.s. Driebergen, s.s. Thisbe, s.s. Broompark and
s.s. Cannavicyas,
78
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, igio.
NAUTICAL INSTRUMENTS.
T
HE great advance in the construction of nautical
instruments during the past few years is well
exemplified in the complete set of devices
exhibited by the well-known firm of Messrs. Henry
Hughes & Son, Ltd., of Fenchurch Street, London,
at the Engineering and Machinery Exhibition at
Olympia during last month. Advance in this direction
is due to the increase in size and speed of vessels,
with the view of obtaining increased accuracy and
certainty of action necessary owing thereto.
Among the exhibits may be mentioned a new stan-
dard compass having a special spring suspension, an
attachment for taking bearings without removing the
binnacle top, the special adjustment of magnets lately
adopted by the British .\dmiralty, and a new azimuth
sight with two prisms and lens to give accurate read-
ing and a correcting lens for different altitudes of sun
and stars. The sounding machines shown are fitted
with a new depth gauge which, on careful testing at
Kew, is shown to give more accurate readings than
glass tubes. Chronometers with Class A Kew certi-
ficates, giving temperature rates, are also exhibited,
a class of instrument which should be carried by every
ship.
Among the sextant class are included those for
stellar observatious with chronograph attached,
double sextants and station pointers for marine survey
and chart work. An in^ere^ting exhibit is a Nicholson
log for recording the speed of a ship on a drum by
means of pressure set up in two tubes by floats located
down the centre of the ship, which on practical tests
from a number of logs already fitted has shown very
accurate results.
A number of aneroid barometers are included,
among which are some specially designed for sea use
in cyclone areas and used extensively in the Indian
and Japanese waters, and should be on ail vessels
trading in the East. Semaphores of the light and
heavy patterns as supplied to the British Navy and
the principal steamship companies, binoculars and
telescopes verified at Kew and clocks for both engine-
room and saloon purposes find a place among the
exhibits, and Morse signalling lamps, especially of the
" Endall " pattern, of which the firm are makers,
complete the interesting collection of nautical instru-
ments.
It is important to bear in mind the fact that some
years ago the firm established a testing department at
their works, and we understand that every instrument
made by any manufacturer and sold by them is tested
by special apparatus and standardized by the observa-
tions of Greenwich and Bidston without the necessity
of the instruments being sent to those places, but at
the same time the recognised standard of the Observa-
tory is obtained.
The visit of the German Association of Gas and Water
Engineers to Great Britain, which was postponed on account
of the death of I\ing Edward, has now been arranged to take
place during the week commencing 3rd October next. The
visitors are to be the guests of the Institution of Gas En-
gineers, the Gas Light and Coke Company, the South Metro-
politan Gas Company, the Croydon Gas Company, and the
Corporations of Edinburgh and Glasgow respectively, of
which latter city the engineer of the gas department, Mr.
Alex. Wilson, M.Inst.C.E., is now the president of the Institu-
tion of Gas Engineers.
THE NAVAL, MERCANTILE MARINE
AND ENGINEERING EXHIBITION,
OLYMPIA.
Description of the Exhibits.
THE service rendered to the community by this exhibition
may be appraised at a high value. The exhibits, on
the whole, were worthy of the occasion and a goodly
proportion of them were of sufficient general interest lo attract
and appeal to visitors whose engineering instincts may be
considered more passive than active, including among these
ladies, youns; Volunteer cadets and others comprehended
under the expression, the general pubhc — who seemed to
take an intelligent interest in several of the stalls, aitd to such
their visits must have been of considerable educational value.
The encouragement given to the various engineering societies
to visit the e.xhibition was a commendable feature in the
plans of the promoters, and it was well responded to. The
object in view of exhibitors is to show specimens of their
work to probable or likely customers, and book orders.
This object was recognised as important by the exhibition
authorities and they were liberal in dealing with it. From
the apparent results the exhibitors have been pleased to
receive desirable visitors, and the latter have been gratified
by the reception accorded to them. The catalogue of the
exhibition is full of information, useful for reference, and
among so many apphances it is difficult to apportion to each
the attention which is due to its importance. On • of the best
filled spaces was that allotted to Messrs. Henrv Hughes
AND Son, Fenchurch Street, who exhibited instrument, and
other apparatus indispensable to the seaman. JIessrs. Ja.mes
Walker & Co., of packing fame, made a good display of their
speciahties. their well-known Lion packing being a marked
feature, which has met with high appreciation on the part
of those using it. Messrs. Beardmore & Co., Ltd., showed
to advantage the fine work for which they are noted, and
special attention was directed to the marine type of gas
engine which the firm has given special attention to develop-
ing for fishing craft and trawlers, with economical results.
Messrs. Hindley & Sons exhibited types of engines of
their manufacture, both gas and steam. The former was
represented by a three-cylinder engine of 75 B.H.P. for
coupling direct to an electric set, and the latter by two small
engines, neat and well finished, the one being an enclosed
high-speed engine, the other an open engine. The small
pamphlet issued by this firm is interesting reading ; a com-
parison is instituted between the gas and the steam engine,
with hints as to the best economy to be obtained. A water
wheel built at their works in 1S37 is stated to be, probably,
the largest in England. At Messrs. J. Downton & Co.'s
stall, one had a good opportunity of seeing specimens of their
specialities, their pumps which have made the name of the
firm a household or shiphold word, lavatory and cabin fittings.
The neat lavatory and sanitary arrangements for yachts and
small vessels or motor boats were specially worthy of notice,
suitetl for fitting either above or below the water level. This
firm's works are at West India Dock Road, and those who
are m search of fittings and appliances in connection with
the lavatory and sanitary arrangements or cabin fittings for
small vessels are recommended to visit the works.
Messrs. Chadburn's (Ship) Telegraph Co. had a capital
display of their manufactures, standards, dials, engine-room
telegraphs and recording instruments, which drew an admir-
ing crowd to examine and test. The name has been so long
associated with such instruments that the quality and finish
of the work need no confirmation. It is noted that telegraphs
have been fitted by Messrs. Chadburn to over 1200 warships
of various nationalities, and over 12,000 vessels in the mer-
cantile marine, including the Lusitania and Mauretania.
Messrs. A. Blackmore iS: Co. exhibited and explained the
action of the Bevan lock nut, which seemed good and efficient
for the purpose intended. The nut locks automatically as it is
screwed up. and cannot slacken back, yet can be readily
unscrewed from the bolt when desired by means of an un-
locking pin. The stall of Price's Patent Candle Co.
formed a most interesting study from an engineering point
of view ; the great variety of oils suited for all conceivable
purposes, light and heavy bearings, high-speed and low-speed
journals, cylinders and valves, enclosed engines, machines
and tools, were to l)e seen and the reasons for the adojition
October, 1910.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
79
of each class of oil explained. Motor and gas engine flash
and lubricating oils, soaps specially manufactured for clean-
sing one's digits when soiled and greasy. The study of
lubricating oils with the object of reducing friction to a
minimum and the cost of the lubricant to the lowest limit has
become a very important one. and its importance was quite
apparently realized here. From the lubricant to the lubri-
cator brings us to the exhibits of Messrs. K. Klingek & Co.,
whose automatic lubricator for locomotives and road vehicles
has been altered and made suitable for marine engines.
The packings and jointing material (Klingerit) manufactured
by this firm were well displayed, also tlieir improved gauge
cocks, packed with a special cjuality of asbestos, not by the
usual method, but by means of an inner liner in the body of
the cock casing, readily removable for overhaul or renewal
and being of standard size readily obtainable from the
makers at a small cost.
The Combination Metallic P,\cking Co. showed samples
of their patent metal combination packing for piston or valve
rods, turljines and pumps, showing illustrations of its dura-
bihty and small amount of wear. Metal jointing rings
specially made to suit different conditions of work and
service, automatic drain valves of an improved type suitable
for all classes of steam pipes to prevent accumulation of
water ; lubricators for delivering set quantities of oil to
cyUnders. neatly designed and well made. TheWorthington
Pump Co. had a large stand fitted with a condensing plant
in operation, and showing the high efficiency which may be
attained by the set of pumps and condenser shown at work.
Rotary or centrifugal pumps, steam and electrically driven,
feed and general service pumps, direct plunger type and
centrifugal. Air compressors, compact and occupying
small floor space, and the " Arrow " water meter,
which is stated to be reliable and accurate in action,
suitable for pressures up to 750 lbs., and for diameter
of pipes from 2 in. to 48 in., are also manufactured
by this firm. Messrs. .\llen & Simmonds showed
specimens and models of Allen's patent specialities, the
frictionless piston, in three segments backed by .springs to
give an even compression all round the circumference of the
chamber ; piston rod packings, furnace bars. Presto boat
launching gear. The use of graphite has come into more
general use owing to the care which is taken in the manu-
facture of it for engineering purposes, and the Graphite
Products Co. showed samples of the various uses to which
it is applied for mixing with oil for lubricating purposes ;
silica graphite paint for protecting exposed steel or iron
structures, graphite greases for rope pulleys and other ser-
vice ; graphite pipe joint compound to use in place of red
lead for joints ; graphite of various grades for foundry work,
for packings and other purposes. A heat-resisting paint
which with.stands 600" to 800" Fahr. The machines ex-
hibited by Messrs. Cunliffe tt Groom showed the high-
class work which is produced for workshops to deal smartly
and accurately with their every-day jobs. Milling machines
of standard sizes, and the largest one with a capacity of 30 in.
by 74 in. by 20 in. was shown in action, driven by a motor.
Drilling, shaping and planing machines and a small universal
miUing machine designed specially to serve as the handy
machine for the workshop claimed much interested attention.
Messrs. Clarke, Chapman & Co. are so well-known and
have so many appliances for deck machinery in general
use that the firm was content to show photographs of most
of their manufactures, winches, windlasses, capstans, either
steam or electrically driven ; dynamos and motors, hauUng
gears, searchlight projectors and accessories, direct-acting
feed pumps, etc. Much interest was centred on the new
water-tube boiler, a model of which was shown to illustrate
the design of the tubes and drums, baffle plates and all
the connections — which may be reproduced in a subsequent
issue. The Hoyt Metal Co. exhibited a die-casting machine,
self-contained and complete, suitable for small castings
under compression : a very handy machine, convenient and
compact. Specimens were exhibited and samples of Hoyt's
standard antifriction metal. The stind occupied by Messrs.
Henry Pels & Co. was well set out with the various machines
made by this firm, driven by hand, motor or steam power,
and as these were shown at work for punching and shearing,
the visitor had every means of judging what could be done
by the machines. The amount of power centred in the
small space occupied was specially noticeable in the shearing
of bars, round anil square, and cutting ot channel bars of
large section.
The De.xine Company made excellent use of the space
allotted to them by having a large display of samples, em-
bracing pump buckets, by which friction is eliminated and
efficiency brought to a high pitch. These buckets can
stand a temperature of 350" with aworking pressure of 500 lbs.
High-pressure jointing material for superheaters, as used
in British and Foreign navies, tough and heat resisting ;
gauge glass rings, of a nature wliich resists deterioration
under heat and pressure, maintaining then" flexibility under
.service ; manhole door and other joints ; valves of different
shapes and tv^pes, all made of the Dexine, which gives the
name to the firm and competes successfully with rubber
in many of the services in the engine-room. 'When centri-
fugal pumps are discussed, the name of Gwvnne naturally
suggests itself. This firm showed to advantage an Invincible
direct-acting centrifugal circulating pump, with a delivery
of 3,000 gallons per minute through a u-in, pipe ; a pressure
pump of the same name and lineage, capable of delivering
50 tons per hour from the bilges, against heads from i lb. up
to 60 lbs., as supplied to the Admiralty ; several other styles
of pumps were on view to suit different requirements, steam,
gas or electrically driven. A through-way valve for sea
connection was worth noting, the object served being to
have the bilge and sea openings so arranged that there is
no risk of the sea being open to the bilge.
The Campbell Engineeri.ng Co. showed several exhibits
of special interest, a small direct-acting boiler-feed pump,
for either horizontal or vertical position, with valve directly
controlled, simple and neat, with working parts reduced to
the lowest number ; a reducing valve, which, although it
has been in land service for many years W'ith good credentials,
is new to marine practice, but promises not to remain so ;
an oil filter shown in action, and the results placed before
the observer, seemed an admirable adjunct to the outfit of
an engine-room ; samples of high-grade belting, chrom^e
tanned, specially suitable for running in very hot or damp
atmospheres ; a return steam trap and automatic damper
regulator are also under the agency of this firm, as is also the
Crosthwaite Furnace Bar set, which has done good dutv
on land to some extent with gratifying results, and is now
introduced to marine work. The Medway Safety Lift
Co. show one of their safety lifts in operation, and on the
passage up and down it was demonstrated how reliable and
safe the lift is ; the motive power is electric, and in the event
of either the cage door or the casing door being left unfastened,
the cage remains still. For passenger steamers where there
is need for such from the steward's store-rooms, an applica-
tion of the Medway Lift would form a useful appendage.
A pamphlet entitled " Electric Lift Control " has been pub-
hshed by this firm and may be had on application. It forms
interesting reading and gives information of a valuable kind
to those who deal with lifts or are likely to require them.
Messrs. Perkin & Co. had on view an excellent show of
tools, including self-acting latlies, fitted with all the recent
improvements for handiness and accuracy in working ;
English made ; a wall drill, portable valve seat planing
machine, slotting machine, shaping machine, disc grinder,
drill grinders, hack sawing machines, patent portable rail-
drilling machine, the whole making a good set to tempt
customers.
The Crosby Ste.\m Gauge & Valve Co. have a large
number of specialities, and among those on view w-ere a
gauge-testing machine, which can test up to 25,000 lbs. per
sq. inch ; a feed water regulator, the automatic action of
which operates as soon as the water-levels fall below a set
standard, and puts the pump in motion ; a steam whistle,
fitted with a water arrester, to enable the whistle to be
served with dry steam and prevent the pauses due to water
accumulation (the automatic drain valve returns the water
to the boiler) ; an electric timing device for steam whistles
to comply with the regulations as to time blasts, especially
in foggy weather ; indicators and accessories ; reducing
valve and pressure regulators ; pressure and vacuum
recorders ; lubricators, safety valves, etc. The Patent Fn.E
AND Tool Co. have come to the front of recent years with
their special cutters, which take the place of the ordinary file
and do the work more effectively, leaving a better finished
surface. Their use is extending, and, as they can readily be
recut, it would appear that to those who have not used
8o
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
them, they are worth a trial. Messrs. J. Barker & Co.
showed a capital bending machine — the Kennedy Patent.
With it tubes may be bent without filling or loading to
prevent collapse ; angle-irons and sections can also be bent
on the same machine and without heating. It is portable
and a very handy and useful machine.
The Economic Forced Draught & Engineering Co.
show an arrangement of boiler front which is calculated
to minimize the tear and wear on the baffle plates, which,
in the ordinary style of front and door, burn away rapidly.
In the style of front shown the air passages and the whole
construction are designed to preserve the fronts and the
baffle plates and reduce the tear and wear. The Economic
Forced Draught & Engineering Co. exhibited an improved
furnace front for natural draught and closed stokeholds.
The object of the patentee is to avoid bolts and other
apphances which require skilled labour to fit and refit and
facilitate removal and replacement. Messrs. Lamplough
AND Son showed models of their valveless rotarv pumps,
strong and serviceable, quiet and positive in action ; a
rotary blower on the same principle ; an exhauster and
vacuum pump ; an internal combustion engine of a type
which is well worthy of study by marine engineers, who
^have been devoting a good deal of attention to the gas
engine within recent years.
Messrs. Matthew Keenan & Co., whose non-conducting
material is widely known, showed specimens of the work
of their men in applying the non-conductor to pipes, etc.,
illustrating neatness of finish and deftness of hand. Messrs.
Dampney's compositions for preventing incrustation ; for
preserving iron and steel from deterioration ; antifoulmg
compositions ; preparations for coating substances under
various conditions which expose them to rapid waste, were
exhibited and their nature and object explained. ,
Messrs. CAmmell, Laird & Co. had a fine display of
models illustrative of the class of work with which their
name is associated. Other firms were represented by speci-
mens of their workmanship, the merits of which it is hard
to pass over without special mention. Messrs. Brown Bros.,
whose name and fame have reached far and wide for their good
work in hydraulic machinery, showed a tclemotor for steering
gear, the history of which, with description and illustrations,
was given in a well-considered paper read before the Members
of the Institute of Marine Engineers on September 17th.
The exhibits of Messrs. Wallach Bros, were of a com-
prehensive character, and aroused a large amount of interest.
The " Pat " valve, of simple make and action, which has
come largely into general service, was seen in use and in
model ; drilling machines, electrically driven ; improved
hand-lathe chuck ; pulleys and shafting ; draught indicators ;
gauge glass protectors ; asbestos-packed cocks ; tools ; oil
filters and tanks ; rubber, asbestos and composite jointing
materials ; fireproof paints, etc.
The crowd of onlookers around the stalls where cutting
and welding of iron and steel by the application of the
oxy-acetylene blow-pipe took place, shewed the great desire
to know more about the process. The British Oxygen Co.'s
operator gave demonstrations from time to time, and called
special attention to the improved blow-pipe designed by the
Company, and which has proved of infinite service. " One
advantage is that in confined spaces the orifice can be turned
and adjusted to any desired position to reach the work in
hand. The Acetylene Illuminatinc; Co. also had on view
their plant for cutting and welding, and gave demonstrations
to the large number of visitors who crowded round to see
the cutting of steel in a manner which e.xcited wonder in
those to whom the process was new.
The Ozonair Co., who.sc advocacy of pure air and good
ventilation has brought their system into wide repute,
showed the plant they manufacture for the purpose of sweeten-
ing the atmosphere of dweUings, shops and buildings, by
means of ozone, applicable, indeed, to ships and spaces of all
kinds. The exhibits of The Stern Sonneeorn Oil Co. were
well shown for the advantage of visitors to whom their
speciaUties appealed ; lubricators and lubricants, SternoUne
bricks for tunnel bearings, economical and clean. Messrs.
Drummond Bros', stand contained lathes and drilling
machines, suitable for engine-room use, and one smaU model
lathe with motor, especially adapted for home service or
school workshop.
ELECTROMAGNETIC TRANSMISSION
FOR MARINE PROPULSION.*
By Mr. Jules Lecoche (Member).
IT is now generally admitted that the combination of a
reciprocating engine with an exhaust steam turbine
provides the most satisfactory solution of the problem
of marine propulsion, whenever a high efficiency is of para-
mount importance. However, when he comes to put this
principle into practice, the marine engineer is soon confronted
with a number of difficulties which, while not actually in-
superable, are only got over at the cost of both the efficiency
and simplicity of the arrangement.
The use of two propellers driven by the reciprocating
engine and by the turbine respectively need hardly be taken
into consideration on account of the great difiference between
the speed and brake-horse-power of both machines. Under
these conditions, the only solution lies in an arrangement
whereby the power of the turbine is transmitted, at a suitably
reduced speed, to the main, or reciprocating engine shaft,
so as to assist the latter in the propulsion of the ship. A
mechanical speed-reduction gear suggests itself as the simplest
realization of this arrangement. However, it must be re-
membered that, under certain conditions of the sea, the
reciprocating engine of a boat shows a marked tendency to
race ; a tendency which is by no means equally shared by
the turbine. If, therefore, the connection between both
machines is effected by means of the usual system of
gearing, the teeth of the latter will in all probabihty be
stripped off, as soon as from some reason or other, the resistance
on the main shaft is appreciably reduced. If to this we add
the noise, vibrations, wear and tear and the comparatively
low efficiency of mechanical gearing for such high ratio as
"ff revolutions per minute, it will be reasonably admitted
that no mechanical gear can afford a satisfactory solution
of the problem before us. Other means for transmitting
power and simultaneously reducing the speed are the hydrauhc
and electrical transmissions, both of which have been tried
in connection with marine propulsion. The former alterna-
tive, as conceived at present, can hardly be expected to meet
the requirements of the marine engineer, on account of its
comparatively low efficiency, excessive wear, weight and cost.
The second alternative, namely, the electrical transmission,
appears very attractive from the point of view of flexibility and
ease of control. However important these factors undoubtedly
are, other conditions must be complied with before an electric
transmission can be conveniently adopted for the purpose in
question. The first of these conditions is a high efficiency.
In speaking of this system as a " transmission," one is apt to
forget that the actual transmission is only part of the process,
the latter being essentially a " transformation " of mechanical
power into electrical energy, and again of electrical energy
into mechanical power. Taking into consideration the
individual efficiency of each single element (generator and
motor) of this transmission, it will be found that the combined
efficiency cannot be very high, especially when the motor is
designed to run at such low speed as seventy-five revolutions
per minute. Other serious drawbacks of this system are the
weight and cost of the slow-running electric motor and also
the necessity of resorting to high tension voltage, the pre-
sence of which is more or less unwelcome aboard ships.
The application of the " Magnetic gear " to marine exhaust-
steam turbines was suggested on account of its high efficiency,
noiselessness, positive drive, cheapness of upkeep (there being
no wear and no need for lubrication, except in the bearings)
and, last but not least, on account of this valuable peculiarity
that, as soon as the reciprocating engine begins to race, the
transmission comes automatically out of gear, thus effectively
protecting the machinery against injury. Compared with
both dynamo and motor, the magnetic gear has the advan-
tage that it requires only a nominal amount of electrical
energy. In fact, the latter is only an accessory, and the
current being of comparatively low voltage can usually be
supplied by the existing lighting sets. Although the simphcity
of construction and action of the magnetic gear is almost
*Read at the meeting of the Institute of Marine Engineers
held at the Naval Mercantile Marine and Engineering
Exhibition, Olympia, on Saturday, Sept. 17th. Chairman, Sir
David Gill, K.C.B.
October, iqio. THE MARINE ENGINEER AND XAVALjVRCHITECT.
8r
a.
t/3
82
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, igio.
suggested by the name itself. I think a brief description of
the machine may be found of interest.
The illustration shows a magnetic frictionless gear of the
screw type for an exhauat steam turbine of soo B.H.P.
running at 3000 revolutions per minute ; through this gear
the power of the turbine is transmitted to the main propeller
shaft dtiven by the reciprocating engine at a speed
of 75 revolutions per minute. Such 0 high speed reduction
is possible m this case, owing to the tact that the absence of
friction between the working parts allows such high circum-
ferential velocities as would be quite unpracticable with
mechanical gearing ; besides, apart from the bearings, then-
is no need for lubrication, and this is a point not to be despised.
Unlike an electric motor, the revolving parts of the magnetic
gear carry no winding whatever, so that the empty slots
and helical grooves of both wheel and worm provide for a
perfect cooling. The three main parts of the gear are :
The fiekl magnet M. the laminated worm W. the wheel V.
The fiekl magnet, made of cast steel of high magnetic per-
meabihty, is of the Manchester type ; its top pole-piece is
laminated in order to prevent losses and heating from
hysteresis and Foucault currents. The coils are wound with
high conductivity copper wire properly insulated. The worm
is made up of iron stampings fixed concentrically on two
cast-iron spiders, in exactly the same way as the armature
core of a motor or dvnamo. One end of the worm shaft is
coupled to the turbine. The end-thrust is either entirely
or partially balanced bv that of the turbine. A thrust-bearing
IS shown at the other end of the shaft to take the unbalanced
thrust. The wheel, being subjected to a side-thrust due
to the angularity of the teeth, partially reheves the
thrust-blocks of the propeller shaft. The Wheel V has a
lioUow rim made up of sprockets of soft iron coarsely lami-
nated ; these sprockets have the same angle, width and pitch
as the threads of the worm opposite which they move with a
clearance of about i in. This wheel is keyed on the propeller
shaft driven bv the reciprocating engine at 75 revolutions
per minute. — To cle.arly understand how the tangential pull
on the rim of the wheel is obtained by means of apparently
perpendicular lines of force, it must be pointed out that the
latter are not actually normal to the circumference of the
wheel, but, owing to difference in the degree of saturation of
the iron sprockets due to a slight advance of the worm
threads under load, the lines of force cross the air gap at an
angle, dragging the wheel in the same way as the armature of
an electric motor is pulled back into the field wlien shifted
along its centre-hue.
Losses in the Magnetic Gear and Speed-i eduction. — The trans-
mission losses are. the electrical energy necessary for exciting
the magnetic field and the hysteresis and Foucault-currents
in the iron of the worm and wheel. Field Excitation. — From
experiments I have made, I found that a magnetic density
of 15,000 lines per square centimeter are required to give a
tangential force of 22 lbs. per square inch of iron face. With
a total air-gap of one centimeter, a number of ampere-turns
equal to 800 X 15 = 12,000 is required for producing the neces-
sary magneto-niotive force ; as there are two parallel mag-
netic circuits (wound in series) it will really be 24,000
ampere-turns, to which we must add 6000 ampere-turns to
overcome the resistance of the iron circuit, and this brings the
total to 30,000 ampere-turns. Let us now assume that the
pressure of the electric supply is 120 volts, that the wire with
which the coils are wound has a .sectional area of -012 square
inch, to which corresponds an ohmic resistance of -2 ohms
per 1000 yards, and that we allow a current density of 1000
amperes per square inch, say, ten amperes for the section
of our wire ; then, 3000 turns of such wire will be necessary
to give the 30,000 ampere-turns required. The length of
each turn of 'wire being two yards, the total length of the
electric circuit will be 6000 yards, whose total resistance
(at two ohms per 1000 vards) is 12 ohms. The formula
RxI = E, in which R is the resistance of the circuit, I the
iatensity of the current, and E the electro-motive force, is
verified: 12 ohms x to amperes = 120 volts. The total
electrical energy corresponding to these figures is : i o amperes
X 120 volts = 1200 watts, which is less than i per cent, of the
total power transmitted (300 H.P.).
Loss through Hysteresis and Foucault Currents. — Owing to
the laminated state of the worm, and also the sprockets of
the wheel, the loss through eddy-currents and hysteresis is
very low and always less than 4 per cent, of the total power,
which, added to the i per cent, of the field excitation, will
give a total transmission loss of 5 per cent.
The total weight of the 300 B.H.P. gear for reducing the
speed from 3000 to 75 revolutions per minute is 11 tons, of
which two tons for the worm with its shaft and bearings,
four tons for the wheel and five tons of the field magnet.
Comparing these figures to electrical transformation, it would
be in the latter case : One 250 KW dynamo at 3000 r.p.m..
three tons (approximately) ; one 300 H.P. motor at 75 r.p.m.,
27 tons (approximately) ; total 30 tons. The magnetic
gear can run in both directions if the turbine is reversible
if such is not the case, the excitation is cut off by means of
a switch, and the reciprocating engine gives alone the reverse
motion without the assistance of the turbine.
THE TELEMOTOR.-
By Mk. W. G. Gibbons (Member).
THE subject of this papei" is an ingenious piece of mechan-
ism which has already made some stir in the world
and has come much into notice in recent years. The
inventor, a great mechanical genius, uufortunately no longer
with UF, could not find and had to coin a word for it — Tele-
motor. The invention was at first legarded as altogether
too scientific and refined and not to be understood by the
average sea-going engineer, but if this idea is still entertained
in any quarter, a small amount of study will show that the
device is simplicity itself. For some years previous to 1888,
the late Mr. .\. B. Brown, of Rosebank Iron Works, Edin-
burgh, had been endeavouring to get a means of controlling
steamers' steering gear from the bridge by a more efficient
and more easily installed arrangement than the usual shafting,
bevel wheels, Hooke's joints, ropes, etc., that were then in
general use. When he brought out his well-known steam
tiller, which is placed aft on the rudderhead. the drawbacks
of shafting and its equivalents became more accentuated, as
the distance between the steering engine and the bridge
was considerably increased over what it had been before, and
in addition to this, ships were being built larger and larger.
The control of gear of this description had been attempted
before by hydraulic means, notably by the late Mr. Macfar-
lane-Grav. but in the systems tried by him and others, there
was no provision for automatic correction of the position
of the piston or plungers on the receiving gear against the
steering engine in relation to' the piston or plungers on the
transmitter forward. It was, of course, quite easy to arrange
two pistons or four plungers to work in unison with each other
through any length of piping, provided there was no leakage
from either'of the pipes, or any unequal expansion or contrac-
tion of the fluid, etc. ; but this, of course, is a desideratum
hardly attainable, even at the present time with all the advan-
tagesof good appliances, first-class workmanship, and the best
"materials. Mr. .\. B. Brown conceived the idea of fitting the
receiving cylinder with a pair of strong springs, one on each
side, as shown in figure i . The object of these springs was to
force the piston to its central position, together, of course,
with the control valve or other appliances to which it was
fitted, whenever the pressure on the two sides of the piston
or its equivalent became equal or tended to become so. On
the transmitter he formed an automatic bye-pass so arranged
that when the transmitting piston was in its central position
there was a free passage for the fiuicl from one side of the
piston to the other. This device he patented in 1888 and gave
it the name of " Telemotor." It will be seen that with this
arrangement, whenever the transmitting piston is in its
central position, the springs on the after cylinder force that
cylinder and its attachments to their central position also.
Whenever the piston in the transmitting cylinder is moved
beyond the bye-pass limit, tlie fluid is then forced through the
pipes on the one side and flows back on the other, so that
the receiving cylinder is moved accordingly. Should, by any
chance, the receiving cylinder tend to get back to its central
position through leakage or other causes, while the trans-
mitting piston is over to one side, it will always automatically
* Read at the meeting of the Institute of Marine Engineers
held at the Naval, Mercantile :\Iarine and Engineering Ex-
hibition at Olvmpia, on Saturdav, September 17th. Chair-
man, Sir David Gill, K.C.B.
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT
83
Fig. I.
84
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, iqio.
correct itself when the transmitter is put into its central or
midships position. It is this ingenious arrangement that
made this method of hydraulic transmission practicable.
One of the -.idvantages of the springs on the receiving cylinder
is that the man at the wheel can always tell, by the resistance
it offers to his effort, where the helm is ; and on his letting
go the wheel at any time it will always return to its central
position. This is a great advantage which is very much
appreciated. In one or two cases, however, that the writer
has heard of. complaints were made about this feature. In
these cases the ships were rather small ones, and it was the
practice to frequently move them about the dock, with only
an officer on the bridge. His complaint was that when he put
the wheel hard over, it went back, unless he stood and held it.
This difficulty was, of course, easily got over by providing two
small lines secured down to the deck by brass staples, so that
he could put a turn round the wheel, and thus keep it in the
desired position. Any leakage from the system, and the neces-
sary ingress and egress of fluid required owing to variations
in temperature, are made up and allowed for by the non-return
valves shown in figure 2.
The telemotor has passed through various stages in its
development, but the original invention of Mr. A. B. Brown
remains the same in principle. The first really practical form
of telemotor made is shown in figure 3. There were not
many of these manufactured, their drawback being the great
friction of the screw and nut that were used for reciprocating
the transmitting piston. They were nearly all taken out after
a time, and replaced by more recent ones — with the excep-
tion of one which was at work from 1X90 up till less than two
years ago. when it was removed and one of the latest and most
improved type fitted in its place. So far as could be learnt
at the time^ the old telemotor had done very well, but it was
getting greatly worn, and the owners wished to have the
latest. The next type of telemotor is that shown in figure 4.
Some of these are at work now, after a good many years'
service, the first of them having been sent out in i8qi. This
type was closely followed in 1892 by that shown in figure 5.
a large number of which are still at work. WTiile this type of
telemotor was being made, it was considered by the inventor
that it would be a great advantage to place the compensating
or inlet and outlet valves on the bye-pass piece of the trans-
mitter, the object of this being to prevent any leakage from
these valves affecting the working of the telemotor. It will
be noticed from the illustration that when the transmitting
piston moves beyond the bye-pass, the side of the installation
that is being put under pressure is " cut off " from the com-
pensating valves, so that should these latter be leaky or
defective in any way. they do not affect the working of the
telemotor. As' a matter of fact, provided the tank con-
nected to the valves were placed at a considerable height
above the telemotor top, the valves could be dispensed with
altogether, and the telemotor would work quite satisfactorily.
The next great change was in 1898 when the design shown
in figure 6 was evolved and manufactured. The great
feature of this type was the ingenious epicycloidal gear that
was employed to transmit the motion of the hand wheel to
the main spindle that drives the rack, the idea being to do
away with any driving strain on the spindle, and at the same
time make the gear as neat and compact as possible. This
type of telemotor was called the .\dmiralty type, owing to its
being at that time verv extensively adopted by the British
Admiralty for war.ships,' A very important advantage in this
new type of transmitter was that, there being no piston rod
passing out through the cylinder that had a reciprocating
motion, it was possible to connect either end of this transmit-
ting cylinder to either end of the receiving cylinder, the latter,
of course, being fitted with a tail rod to equahze the displace-
ment of the piston rod at its other end. This is very useful
in practice as it makes all the cylinders interchangeable so
far as this point is concerned, and thev can be turned about
to suit the arrangement of the gear. Should the piston rods
require to be trued up at any time (which we have never
known to be necessary except through an accident) provided
the tail rod and piston rod are kept of the same diameter, no
trouble is caused. With the old arrangement, the two
piston rods had, of course, to be of the same relative displace-
ment, so that if the cylinders were of different diameters (as
generally made), and there was equal wear or an equal amount
turned off the diameter of each rod at any time, the true
relation of movement of the transmitting and receiving
pistons would be affected. This type was in use up till 1905
when it was considered that the transmitting and receiving
cylinders could be very much reduced in size with advantage,
and the design shown in figure 7 was adopted, the only
difference other than size being the new arrangement of gear-
ing for driving the main spindle. Then trouble was experi-
enced in getting the two springs on the receiving cylinder to
exert the same resistance through such a large range as they
have to work, viz.. 6 in. each way. Therefore the arrange-
ment shown in figure 8 was introduced. In this type of
receiving cvlinder, there is only one spring, which is of very
much larger diameter than the old springs, and is placed
co-axially with the piston rod ; the result being that there is
no cross-winding or tendency of the crosshead to get out of
line, as there was in the old double spring arrangement.
With the single spring, moreover, the factor of safety is in-
creased from three to four with the old arrangement, to over
twelve, and the resistance of the large .spring goes up only
50 per cent, at hardover. against an increase of 100 per cent,
or more with the two springs. It will be seen that this is a
great advantage, as it is the minimum power of the spring
that has to be relied upon to bring everything to the. central
position, when the pressure is equal on both sides of the re-
ceiving piston, or tending to become equal. Any reduction
in the maximum power at hardover. of course, means less
wear and tear, less liabihty to leakage (as the pressure in the
system is, of course, reduced), and last but not least, less
work for the man at the wheel. This single spring arrange-
ment was introduced early in 1907.
It was generally found that the leathers in the transmitting
cylinder wore out and became ineffective much sooner than
those in the receiving cylinder, the principal cause of this
being that the edges of the leathers were liable to catch on the
bye-pass opening. This bye-pass was formed, as shown in
figure 9, by an opening extending right round the cylinder,
about g\ in. wide, with" a radius on its edges. To get over
the trouble, a new form of bve-pass was brought out in 1908.
This is showm in figure 10. It will be noticed that the new
bye-pass consists of two parallel rows of small holes ^^ in.
dia., and J- in. apart, as shown in the illustration. With
this arrangement it is really impossible for the leathers to
catch in the bye-pass openings, as the small holes are slightly
countersunk on the working face of the cylinder.
This has proved in practice to be fully as successful as was
anticipated, and the life of the leathers in the transmitting
piston 15 now increased to four or five times what it was before.
The drilling and countersinking of these bye-pass holes is done
by means of a special machine designed for the purpose, and
no trouble is experienced in doing it. Since the men have got
accustomed to this work, they are able to drill a number of
telemotors with the one drill, without accident. .\t first, a
little trouble was experienced through the breaking of the
drills, but this has now been entirely got over. Another great
advantage now is that the cyhnd'"r. being all in one piece, is
in perfect alignment, whereas with tlie old cylinder in two or
three parts, there was always the possibility of the parts being
out of truth with each other, either when put together origi-
nally, or after being taken to pieces and not put back properly.
The telemotor and receiving cyUnder. as shown in figure
II, are now standard types, and are exclusively adopted by
the British Admiralty and the leading steamship owners.
Up till just recently, a small spring of the Ramsbottom piston
type has been fitted inside the leathers to keep them expanded
against the cyhnder sides at all times. These have naturally
a very limited range of spring. They generally put far too
much' pressure on the leathers to start with, and after very
Uttle wear they, of course, become slack. An important im-
provement has recently been made, viz.. a new design of
spring which gives promise of very beneficial results. In the
standard type adopted, there are six segments with spiral
springs to each one, arranged so as to press the leather out
against the cylinder faces. These springs are arranged to be
much lighter on the leather when it is new, and they follow
it up much better. The springs are so restricted that they
just cannot reach the cylinder sides themselves. This new
form of piston is at present under trial, and so far it has given
the most satisfactory results, the leathers being quite tight
against leakage and very much freer in working. It is hoped
that the leathers will be made to last nearly as long as the ship
itself. It will be noticed that both the receiving and trans-
mitting cvlinders are now of the same diameter, and the
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
85
Fig- 5
Fig. 6.
86
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, iqio.
leathers, springs, etc., are consequently interchangeable, so
that the amount of spare leathers to be carried is reduced to
the minimum.
It will be observed that the evolution of the telcmotor is the
result of practical experience, and, to a great e-xtent. the out-
come of experiments made to overcome various difficulties
which have arisen from time to time in actual practice. This
is no doubt the history of almost every highly perfected in-
vention. The material used for the manufacture of these
cyhnders. etc., is bronze, considerably harder than the stan-
dard Admiralty gun metal, so as to get a very hard, close-
grained, smooth face for the leathers to work on. The toothed
gearing is all machine cut, and there is nothing about the trans-
mitter that is magnetic or can affect the ship's compasses.
The indicator or pointer is of the ordinary design, arranged
so as to show the position of the after or receiving gear, which
it does very faithfully, provided there is no leakage or other
defect in the installation. On the dial, it will be noticed that
the degrees do not extend more than two-thirds of the distance
to the hardover position. The idea of this 50 per cent, extra
stroke is to provide a reserve in the transmitter of that amount
in case there should be any leakage, so that the rudder can be
kept hardover for a considerable period, even when there is a
fair amount of leakage, the after gear correcting itself auto-
matically again when the transmitter goes into the central
position, as previously explained. The transmitting and
receiving cylinders are connected by means of small bore
copper pipes. In the smaller class of ships these are f m.
bore ; in larger ships J in., and in the largest | in. The pipes
employed for this purpose are solid drawn, of the h.ghest
quality of copper. They are connected together by a special
form of coupling that has been in use now for the last twenty
years with every success. A section of this coupling is shown
in figure 12. It will be seen that these pipes can be easily
led through parts of the ship where it would, in some cases,
be impossible, and in others, very awkward to lead shafting
and its equivalents. There is no oihng or other attention
required, and the danger of anything getting caught in bevel
wheels, by coupUngs. or wrapped round a shaft, is entirely
obviated. Provided the pipes are protected from mechanical
damage and very great heat, no harm will come to them. In
the case of some warships, where the receiving cylinders have
to be placed in a very hot part of the engine-room, water
jackets arc fitted to the cylinders, with arrangements for
circulating cold water through them so as to prevent any dam-
age to the leathers from excessive heat. If more than one
telcmotor or receiving cylinder is fitted to a ship, the provision
for connecting and cross-connecting the transmitters and
receivers is ea.sily made by means of valves. It is practically
impossible to get an air lock in the pipes under anything like
ordinary conditions, as the bore of the pipes is so small that
all air is forced out when charging up. This charging up is
effected by means of the pump and connections shown in
figure 13. The usual practice when the telcmotor is first
erected on board the ship is to disconnect the inlet pipe from
the telcmotor and pump clean water through it so as to clear
out any dirt. When certain that it is clean, the pipe is con-
nected again to the transmitter. The pipe from the trans-
mitter is then disconnected from the receiving cyhnder aft,
and washed out thoroughly in the same manner. This pipe
is then connected up again and the system charged with pure
condensed steam (which is preferable to any other water)
for climates where no frost or danger of frost is to be feared,
or in colder climates, with a mixture of glycerine and water
so as to prevent freezing. The usual proportion adopted is
one of glycerine to two of water. A table of the freezing
temperatures of different mixtures of glycerine and water is
given in the book of instructions, issued with each of the
telemotors. When running, it is only necessary to see that
the supply tank on the transmitter forward is kept about half
full of the same mixture as is put into the system. It will be
found that tlie level in this tank varies from day to day or
even from hour to hour, but so long as it remains about half
full, there is no need to add any more. If there is no external
leakage about the glands or anywhere, it will be found that
very little loss of fluid takes place.
With each tclemotor installation, a glycerometer and
thermometer are now supplied, so that the proportion of gly-
cerine in the fluid can be ascertained at any time. Trouble
has been experienced sometimes owing to the telcmotor get-
ting very stiff, due to too great a proportion of glycerine being
used. This was quite excusable to a great extent, as, of
course, those in charge were an.xious that the proportion of
glycerine should not fall too low, and not always knowing
■just how the proportion stood, they added glycerine from time
to time until the proportion became excessive. The glycerine
used is known as " Commercially pure, white glycerine," and
it has a specific gravity of 1260. When testing telemotors
in the shops, it is found that they stand at hardover or any
intermediate position on either side, for periods varying from
twelve to forty-eight hours, without any perceptible move-
ment of the receiving cylinder towards the centre, and in
practice on board ship we frequently find them standing
about as long — iij fact there are records of them standing
even longer than that.
As, in steering a ship, the wheel is always more or less
passing through the central or midships position, the two
pistons get very little, if any, out of their correct relative
positions, the centring of the wheel always correcting them
even if they are a little out. There is a bye-pass valve fitted
to the telcmotor, which replaces a cock in the older designs.
The object of this valve or cock is to enable the man at the
wheel to pull his wheel back to midships, if the after gear
should have got back and out of its relative position through
leakages, etc., without moving the after piston at all. The
advantage of this valve is, of course, that, should there be a
small leakage in the system and the wheel be kept over, say,
to port with the receiving cylinder coming back through
this leakage to midships, then by opening the valve the wheel
can be brought back to midships without moving the after
cylinder over to starboard. It will be readily appreciated
that in a case where the after gear had gradually moved back
to the centre position through leakage, with the wheel
forward still, say, at hardover, this valve is of considerable
advantage ; for without it, pulling back of the wheel forward
would send the after gear over to the other side, and this
might prove very awkward at certain times, say when near
the land or with a ship close by on one side. Once the
two pistons have regained their correct relative positions at
the centre, the valve must, of course, be shut before steering
can be resumed. As a matter of fact, this valve is hardly
ever used, but it is thought advisable to retain it. .\nother
use to which it can be put with advantage is in port, when
I the valve should be left open, so that when any one moves
the wheel either during cleaning, or for any other reason,
nothing is moved aft at the receiving gear, so that no strain
is put on the gear there, or danrage done to any one's fingers
who may be employed about the gear. In ships where
another steering station is required, either above or below
the telcmotor, provision for this is frequently made by means
of an ordinary brass standard, connected to the telcmotor
by shafting, a clutch being provided for throwing this standard
in and out of gear. The friction with telcmotor control is so
small compared with shafting and its equivalents that it is
possible for an ordinary man. putting a fair amount of force
on the wheel, to exert a pull of not less than four tons on the
after piston rod, and through it on the connecting rods to
the steering engine control gear. This has, in fact, got the
telcmotor into trouble on certain occasions, through no
fault of its own, owing to people forcing the wheel round
when steam was shut off the steering gear or. the steering
engine unable to respond, with the result that the control
valve or its gear came up against its stops. Not many
control valves and gear are made to be capable of resisting
a pull of four or five tons, with the result that with some
designs, they have been either broken or bent in such cases.
In 1907 we brought out a new patent control gear, which is
now applied to all our steam tillers and which has completely
solved the trouble so far as this steering gear is concerned ;
and at the same time it has given a very much finer control
of the steering engine. It is really a form of the Stanhope
lever, so arranged that when the valve is at or near its central
position, its movement is very fast in proportion to the
movement of the telcmotor ; but as the valve gets wide
open either way, the motion slows down in relation to the
movement of the telcmotor, with the result that the wheel
can go from hardover to hardover without reaching any
stops on the control valve or its gear, the strong stops on
the receiving cylinder taking all the strain, as they are well
capable of doing. With the standard steam tillers as now
supplied it is easily ])ossible to move the wheel on the tele-
motor one degree and the engine and tiller will respond to
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
87
Fig. 10
88
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, igio.
it. This is generally considered very fine steering indeed.
With this arrangement there is a little lap on the piston
valve, but the leakage of steam when the engine is standing
is really prevented by the patent economic valve. This
leakage ot steam is prevented in a good many cases by
putting considerable lap on the piston valve and/or fitting
a form of economic valve ; but when the lap is put on the
piston valve, the result, as you will be aware, is to make
the gear anything but sensitive in responding to the movement
of the steering wheel.
A few words on the commercial aspect may be of interest.
An inventor gets a monopoly for fourteen years, during which
period he is surely entitled to make provision for his old age.
Consequently the price of the article retards its extensive
use. When the patent e-xpires, it is to be expected that the
price will fall, as the manufacture is then open. But in the
meantime, improvements are made tlie object of more patents,
and these give the original makers still an advantage. In
these times, however, cheapness seems to be the main con-
sideration, the consequence being that the price of the tele-
motor in its most up-to-date form is ruled practically by
the price at which it can be bought unimproved.
I trust this httle resume of the hfe history and " Present
position of the Art," as patent lawyers say, will be of interest
to the members, as a good many of them will, I feel sure, either
have to deal with or be saiUng in ships where a telemotor is
fitted. In writing a paper about a speciality with which one
is intimately connected, in regard to its improvement, produc-
tion and sale, it is difiicult to avoid giving the paper the
appearance of an attempt to obtain a cheap advertisement,
but in my case, when asked by our secretary to put forward
a paper on something that would be of interest to the members,
the telemotor appeared to me to be at present the most
interesting subject I could put before you.
THE INTERNAL COMBUSTION ENGINE.
By Mr. William P. Durtnall (Member).
PART I.
LOOKING backward, it is very evident that the engineer,
chemist and metallurgist have, during the last few
centuries, brought out wonderful ideas and inven-
tions in the advance of engineering science, until to-day our
very existence is dependent upon it. If we had lived in
the time of the Black Prince {1346), and had been present
at the battle of Crecy, strange noises would have been
evident to us. We should have heard a loud, deep
report, not only the sound of charging cavalry or the
clash of steel, but the thunder of cannon, heard for
the first time in warfare. Gunpowder, or the internal
combustion of gaseous materials, was being used for the
first time in the production of power, and was largely instru-
mental in bringing about that great English victory.
Another victory of more modern times is now at hand,
and that is the practical application of the internal com-
bustion engine for the production of mechanical power.
A hundred years ago steam was in its infancy, but its use
revolutionized the commercial world, brought the distant
near, made travel to the multitude possible, added comfort
all round, cheapened all kinds of goods, made, 111 fact, the
world a better place to five in. Why is all this ? Is not
the whole matter of the production and apphcation of steam
for power or other purposes a great and interesting chemical
and physical experiment, utilised so successfully by the
engineer for the benefit of the community ? And although
to-day the steam engine is a fine piece of mechanism and
does good work in many directions, its efficiency as regards
the amount of actual work per unit of fuel that can be re-
covered, when compared with what is possible by burning
the fuel in the way of gas in the cylinders direct, is very low.
On e.xamination it will soon be evident to the investigator
that the dynamic principles involved in the internal com-
bustion engine are, after ail, .very similar to that as found
*Read at the meeting of The Institute of Marine Engineers,
held at the Naval, Mercantile Marine and General Engineering
Exhibiiton, Saturday, September 17th. Chairman, Sir David
GUI, K.C.B., etc.
in the gun. Figure i shows a diagram of such ; it will be
observed that the pressure generated by the burning of ex-
plosive mixture rises enormously per square inch soon
after the point of ignition, to, in fact, 31 tons in this par-
ticular gun, as soon as the projectile begins to move ; it
will also be observed how the velocity of the projectile has
risen to 11 80 feet per second, by taking advantage of the
mechanical energy so generated and during expansion from the
above pressure to i-6 tons at the muzzle. It will be noticed
that, owing to enormous pressure produced by the burning
of the powder, the combustion chamber is constructed of
great thickness and of consequent heavy weight, and represents
a 12-inch 25-ton gun as constructed in 1869. Since then
great improvements have taken place in the design and detail
of guns with a view of reducing weight and increasing the
velocity at which projectiles are made to leave the gun
muzzles. Figure 2 shows a similar lo-inch 25-ton gun,
constructed in 1SS4. It can be noticed that the charge is
so arranged that, instead of a rapid rise in pressure as given
in the earlier 12-inch gun, the principle of constant pressure
combustion is adopted, insomuch that the pressure only rises
to 17 tons per square inch during the burning of the charge,
which enables a lighter gun to be produced ; also that by
increasing the length of the gun, the pressure follows the
projectile up to such degree that it issues from the muzzle
at a velocity of 2225 feet per second, and that owing to the
smaller bore, the pressure falls to only 5-2 tons, which no
doubt increased the noise that such a gun made in actions.
Of course the amount of velocity impressed on projectile
IS the important thing aimed at, as every student of mechanics
will easily understand, but, in the above, we have the analogy
to the early and modern internal combustion engines, where
coal or oil gas is selected and used in the place of gunpowder
to generate the pressure necessary for power.
Many ingenious attempts were from time to time employed
to produce a satisfactory engine using gunpowder as the
producer of pressure, but owing to the difficulty of safely
arranging the supply in sufficient and regular quantities,
the idea was dropped until i860, when a French engineer,
named Lenoir, took out patents for an engine that gave
a great impetus to the design and actual construction
of the internal comoustion engine for industrial purposes.
This invention consisted of the application of inflammable
gas, mixed with a proper proportion of atmospheric air,
and ignited inside a working cyhnder by aid of electricity ;
the rise of pressure and the expansion imparting motion
to a piston, which was coupled to a crank-shaft in the
usual manner, as apphed at that time with steam engines.
It is interesting to note that even then, fifty years ago,
electricity was recognised as being very suitable for
Ignition purposes, insomuch that the timing of the ignition
of the gases could be brought about at the right instant
at either end of the stroke, and at the right time to enable
the maximum of e.xpansion to take place m the production
of work for a given fuel consumption, and at the same time
to reduce the pressure as low as possible before opening
the exhaust port to the atmosphere. Figure 3 shows this
engine. The gas was supplied by means of the double
forked pipe shown, R and S, which delivered gas to the orifices
marked O and B. The air came in through the inlet marked
.A. It will be seen that the slide LM acts as the admission
valve to both the gas and the air, and forms the equivalent
of the modern carburetter or mixer as it is sometimes called.
The exhaust is taken charge of by a separate valve shown
at NT, delivering the products of combustion to the atmos-
phere by way of passage E. There is no question that,
had Lenoir so constructed his engine that both air and gas
were externally put under pressure, the engine would have
been a self-starting one, and reversible with link motion
as with steam engines. Many of the above engines were
sold, but only of small power. They ranged from -\ to 4
B.H.P., and in the Vol. 51 of the 3rd series of the Journal
of the Franklin Institute some interesting diagrams taken
from these pioneer internal combustion engines are to be
found. A curve which is set out in the diagram is interesting,
but at the same time is not, strictly speaking, perfect, inso-
much that no scale of pressures is given, although the par-
ticulars given are at least instructive. Figure 4 shows this
curve. The atmospheric line is shown at A, to B. and shows
the stroke of the engine. The charge is ilrawn in at atmos-
pheric pressure, and it will be seen that the pressure, no doubt
October, igio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
89
Fig. I.
The above shows an Indicator Card taken from an
atmospheric Internal Combustion Engine.
Fig. 5.
2225 FSer
pee secoND
Fig. 6.
Fig. 7.
This diagram is an average good card, showing, however, some slight
fluctuations in the lines. The explosion line is from C to A, the expansion
from A to B, the exhaust at B. The suction stroke generally approximates
the atmospheric line, from which the curve of compression rises to C.
Fig 4
90
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
owing to small valvo ways and passages, falls to about
II lbs. above vacuum, just before ignition; it then rises
rapidly (as in the e"n) to 48 lbs. per square mch. The
expansion, as shown on the diagram, then tells its own
story. It was stated that the engine ran at 50 r.p.m., and
that the cylinder was 8| inch in diameter, with a stroke
of 16J inch. The principles involved in this, the father of
practical internal combustion engines, are, however, to be
found in even the engines of to-day, and will, no doubt, be
vastly improved on as the demand for large-powered internal
produced. This certainly had merits, and, in the author's
opinion, much research work will result in further uses of
principles involved.
By referring to the diagram of the Lenoir engine it will
be observed that the expansion is cut short by the opening
of the exhaust valve to atmosphere, and that the energy
represented in the remaining part of the possible expansion
is consequently lost, with the result that the gas consumption
per B.H.P. developed on the crank shaft was about 90 feet
per hour, or more than four times the amount of gas used
by the modern gas engine. This was no doubt due to the
fact that, as will be observed, the great advantage of com-
pression was, in those engines, not utilized.
In 1 866. however, Messrs. Otto & Langen brought out
Fig. 9.
Fig. 10.
In reference to the 08-setting ot cylinders in the direction ol rotaiion, tlie above marine engine
by Messrs. E. S. Hindley & Sons, of Bourton and London, shows interesting detail ol these engines.
They are of the 4-cycle principle and have a very quiet movemen with a minimum of vibration.
combustion engines rises, especially in marine and other
large applications of mechanical power. Engineers, always
on the look-out for improvement in efficiency, soon began
to realize that the last word had not been said in the matter
of internal combustion engines, with the result that in Ger-
many and England another interesting experiment was
made in the production of power by internal combustion
principles, and what is called- an atmospheric engine was
their atmospheric engine, shown in Figure 5. In this engine
the gas consumption per B.H.P. hour was reduced so con-
siderably that the Lenoir engine went out immediately.
Although about 400 of these engines were sold and put to
work in France, and about 150 in England, immediately
the atmospheric engine was brought out the sale stopped,
because of the fact that it was found that the gas consumption
of the latter atmospheric engine was only 40 cubic feet per
October, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
91
427_
284_
142_
0
I 142
Fig. 13.
Fig. 14.
Fig. II.
Fig. 12.
Fig. 15-
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
B.H.P. hour. As will be seen by Figure 5, the enigne was
a vertical one, and formed, practically speaking, a gun.
The piston acted as a projectile, and was not connected to
the crank shaft of the engine on the working stroke. There
were many good points about it as an atmospheric engine,
that is, an engine with an open cylmder in which the piston
is driven up by means of the explosion (as in the gun). Full
advantage of the completion of expansion of the pressure
was taken, and also the momentum of the weight of the
moving piston, with the result that the gases became cooled.
The pressure inside the cylinder was also below atmospheric
pressure, the piston being constructed m the form of a large
weight, and at the same time having the atmospheric pressure
behind it, as soon as expansion had gone as far as practicable,
the piston immediately began to descend. It was then geared
through a rack and pinion to the flywheel shaft. This
engine worked very economically, and was a great advance,
but it relied, as in the old steam engines, on atmospheric
pressure for mechanical energy, and was thus limited in
its appUcation, at the same time being, like the previous
engine, very heavy per B.H.P. developed. The constructional
details of the engine were as follows : — A is the working l>arrel
or cylinder ; B is the water cooling jacket ; C is the com-
bustion chamber in which the explosive mixture of gas and
air is drawn ; P is the weight which also forms the piston ;
and R is the rack which is disengaged with the wheel during
the out or working stroke. The working was as follows ; —
The piston was raised to about i/i ith of the working stroke,
and sucked in the explosive mixture ; the charge was then
fired, the engine being really a gun, standing vertically,
with open mouth pointing upwards. The charge, however,
was not sufficient to force the piston out of the end, but only
to send it to, approximately, the end of the cyhnder. It
should be understood that S is the main shaft attached to fly-
wheel, and although P and R are always in gear with the
spur-wheel T, riding on shaft S, yet inside the wheel (not
shown) is a friction clutch, whereby T runs loose on the
shaft S on the up-stroke, but is immediately in gear on the
down stroke. In the sketch shown the piston has been
raised through about 1/ nth of the stroke, and has sucked in
the amount of charge, and on the point of being ignited by
the flame at the side by sUde L. The piston being raised
through this space by the lever DHN, operated by an eccen-
tric EH, on the shaft E ; the end of the lever DN, whose
fulcrum is at D, works on a tappet at N, attached to the
rack R, and. thus leaves the piston and rack free to ascend
after the explosion and during the expansion. It is stated
that the mean effective pressure obtained during the down-
ward stroke for use on power is about 7 lbs. per square inch,
and that they were made up to 3 B.H.P.
They, however, showed a great economy in fuel, as
compared with anything that was at work in those
daj's, and in the author's opinion much more will be
done in the immediate future by adopting a means in
which the lower end of the expansion diagram may
be utihzed for the production of power, thus increasing
the actual efficiency of all internal combustion engines.
Whether this will be accomphshed by means of compounding,
as in steam engines, or by the lengthening of stroke, etc.,
remains to be seen, but the matter is worth the consideration
of engineers and designers, as greater commercial results
may yet be got from the gasification of fuel, whether it be
coal or oil. I would here like to point out what to my mind
appears to be very misleading to the average engineer.
Internal combustion engines are de.scribed as either oil or
gas engines. Both are gas engines, the only difference being
that gas is made in one instance (in the usually-termed " gas "
engine) externally, while the so-called " oil " engine makes
its gas, generally, internally. It would be much better if
all were termed gas engines, stating whether coal gas, or oil
gas, or otherwise.
As might be expected, the scientific French were soon
endeavouring to produce an engine that would be more
efficient as compared with those using fuel consumption,
and the above type of internal combustion engine was soon
to be outdone, like that of Lenoir, by engines arranged so
that the explosive inixture was compressed before ignition,
which showed a still further advance. It was in 1862 that
the French scientist. Beau de Rochas, patented an internal
combustion engine, the principles of which have formed the
basis for ilesigners of this class of engine ever since. The
conditions laid down in the patent, upon which it was stated
that the success of the engine relied, were as follows :■ —
(i) Maximum cylinder capacity, with a minimum of
circumferential surface ;
(2) High piston speed ;
(3) Greatest possible compression ;
(4) Maximum pressure at the commencement of the
power stroke.
He first pointed out the advantages of compressing the
explosive mixture before ignition, in order to get a higher
temperature and consequent greater expansion, and he
proposed to have four operations take place, and during
two revolutions of the engine, to have four strokes, which
are shown in Figure 6.
During the first out-stroke from A to B, a charge of air
and gas is drawn into the cylinder through inlet valve I,
from B to C, the first in-stroke. The charge is compressed ;
at about point C the compressed charge is ignited, causing
a rapid rise in pressure (as in the gun, Figure i), which causes
the piston to make its second out-stroke (power-stroke)
from C to D. During the second in-stroke from D to E, the
exhaust valve X is held up, so that the products of combustion
are thus expelled to atmosphere, thus completing the cycle.
Figure 7 shows the operation of this cycle, which is often
mis-called the Otto cycle, chiefly because an ingenious
German engineer. Dr. N. A. Otto, was the first to make
practical use of it in an engine so constructed. The whole
credit of this epoch-making invention, however, is certainly
due to the ingenuity of the enlightened Frenchman.
To avoid infringing the patent rights which covered this
cycle, many attempts were made to construct internal com-
bustion engines working on a different cycle, and of these
that patented in this country by Mr. Dugald Clerk in 1880
was one of the most successful. A separate pump was
employed to force the charge of air and gas into the cyhnder
at the termination of the expansion of the power stroke.
This charge was compressed by the in-stroke and ignited
in the usual manner, and thus a power stroke was obtained
once in every revolution of the crank shaft.
The majority of internal combustion engines to-day work
on the beforementioned four-cycle principle, but there is yet
another cycle that has made advances, especially in small
powers such as are required for launches and small cargo
boats, and a very large number of these engines are at work,
doing good service in many directions, although their heat
efficiency is not near that obtained by means of the four-
cycle engine. Yet they are very interesting machines, inso-
much that they embody what is almost as valuable, simplicity
of construction, in fact it would be indeed a very difficult
matter to design a prime mover that embodied less working
parts, and consequently requiring the minimum of attention.
The cyc'e referred to is what is known as the two-cycle prin-
ciple, in which the four essential operations, namely, charging,
compression, firing and exhaust, are performed in one revolu
tion of the fly-wheel instead of two, as required in the previous
cycle. Figure 8 shows this engine in diagram, showing the
in-stroke of the piston. It will be seen that a mixture of gas
and air is drawn in at A, from the carburetter or mixer, to the
crank case B. A previous charge is being compressed in the
combustion chamber D. Just as the crank is turning the top
centre it will be observed that the electric spark is igniting
the charge. The pressure so raised will push the piston for-
ward, and expansion thus takes place, until the exhaust
port F is uncovered by the piston (which forms its own
valve), the exhaust gases then escaping under the remaining
pressure into the exhaust pipe or box, the pressure in the
cylinder being also at the same time reduced. It will also be
understood that the charge drawn into the crank chamber
is also being compressed by the downward movement of the
piston, ready for the inlet port C to be uncovered by the
piston. Themixture, being under shght pressure by means
of the descending piston, immediately escapes into the
combustion chamber, and by means of deflecting plate is
guided up to the top of the chamber behind the still escaping
low-pressure exhaust gases, but before the new gases have
time to escape after the exhaust gases the piston is on the
return and the inlet port closed, and immediately after the
exhaust port is closed likewise, so that the thus imprisoned
live gases are compressed and the cycle reperformed. There
is no doubt that a reduction in the weight of a given engine
can be lirought about by this cycle, but it is, in the author's
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
93
Fig. 1 6.
opinion, only suitable for small powers. There is no question,
however, as to its reliable working in such. Giving an im-
pulse at every revolution it certainly is the ideal engine for
the propulsion of small powered boats, and especially where
simplicity is really required. As is well known this engine
End section ot drawing of Messrs. Norris & Henty's Marine In
Combustion Engine.
it would be difficult to construct an engine with fewer working
parts, and there is no doubt that its simplicity is the reason
why it is largely used, although its fuel economy does not ap-
proach that of the four-cycle engine for the pre viously men tioncd
reasons. They are reasonably quiet as compared with equal
fM/trtrr M I K/ilirt
1 1»
The Briiannia.
Fitted with the " Paragon " Marine Propeller. No rudder
required, and non-reversing engines.
has no valves, so to speak, or tappet rods, cam-shafts, springs,
etc. Figs. 9 and lo show a 20-B.H.P. two-cylinder engine of
this cycle in detail. It will readily be seen that for this |
engine there are only five working parts, namely, crank-shaft,
two connecting rods, and two pistons. As I previously stated, j
Side view and section of Messrs. Norris & Henty's Marine Internal
Combustion Engine.
four-cycle engines, owing to the absence of valve gear, etc.,
and also to the fact that there is a practically constant
downward pressure on the head of the pistons, instead of the
alternating pressure, and suction on the piston heads of the
four-cycle engine, which no doubt tells on the bearings, etc.
94
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, iqio.
The consequence is that the two-cycle engine has found a
number of admirers, especially where the cylinders are off-set
from the centre line of the crank-shaft, the consequent wear
is then very slight, and they have a good life, and in the
engine shown of which the author has had good experience,
a novel feature is that the cool incoming mixture through
the channels of the piston keeps the piston from overheating,
and reduces the carbonizing of lubricating oil to a minimum.
The arrangement of the distribution is such that the heat is
not localized, so that the cylinder and the pistons are of more
equal temperature ; expansion and contraction are, there-
fore, at a minimum, with little distortion of either. There
are, however, some very diHicult things to be observed and
guarded against in the application of the two-stroke engine
for marine and other work in which the engines have to
work in confined and possibly inaccessible places, especially
when petrol is used as fuel. Some engines give quite a lot
of real trouble through what are termed crank chamber
fires, which are caused by the charge in the crank chamber
being ignited by the still burning charge in the combustion
chamber. The remedy for this is to reduce the speed of the
engine, or to increase the speed of combustion, by means of a
weaker mixture. The faults, however, generally arc to be
traced in the design of the engine ; the most successful and
reliable are those engines that have a large area exhaust port.
compared with steam engines), and other means must be
employed to overcome this objection, such as the use of com-
pressed air, or forming an explosive mixture in the com-
bustion chamber when set on the out-stroke, which methods
are not the most reliable or ideal. Such engines are, con-
sequently, not reversing in the true sense of the word, and
other means, such as reverse gear or a complicated system
of cam alteration and timing, is necessary, which raises the
cost and increases the wear and tear and also takes away the
very object of the cycle in the way of simplicity, which is
essential.
.\s will be seen by reference to the diagram in Fig. 7, such
engines produce great noise, owing to the pressure at exhaust
above atmosphere, which, as above stated, is a loss of power.
This should if possible be avoided, and must be if the engine
is to have the maximum of efficiency. Further, these
engines are liable to produce a certain amount of objection-
able smoke, and smell, faults which must be considered when
attempting to apply them to such vessels as ocean-going
passenger boats. At the same time, unless complete com-
bustion is obtained the highest thermal efficiency will not be
obtained, which is desired from many aspects commercially.
All the above faults are due to the thermo-dynamic principles
involved in the engine itself, and it is impossible to avoid
them without the use of, say, starting handles, or other means
A powerful high-speed motor boat fitted with the " Haragon " Marine Propeller,
now under trials in the Mediterranean.
or several, so that the speed of the incoming charge can never
catch up the exhaust. The engine shown in Figs. 11 and 12
is especially designed from great practical experience, in order
to avoid these little matters which may be observed, are
of vital importance in various ways, especially in sea-going
boats. However, there are many engines of such design that
give no trouble in that direction, and in fact the Britannia, the
small boat shown later, is fitted with one of this type engine,
and has never given the least trouble. At the same time it
is as well to have means on any two-stroke engine to provide
that the revolution speed cannot be excessive.
With the exception of perhaps the Lenoir engine all the
above engines were constructed on the principles of explosion
similar to that in the case of the gun shown in Fig. i. Al-
though very efficient as compared with what can be done
with other methods of power production, such as with the
application of steam, they have, however, drawbacks that even
to-day have not been eliminated, although many designers
are at work endeavouring to do so. The ordinary four-cycle
explosion engine is in many ways difficult to apply, for
instance, to marine propulsion, or other applications in
which certain essential requirements have to be considered.
These faults are, for instance, inflexibility, as to run these
engines really efficiently the revolutions must be kept about
constant or otherwise, owing to atmospheric conditions being
dominant, indifferent mixture will result in possible heat
and other losses. These engines are not self-starting (as
of starting or giving the first necessary movement to the
piston, etc. If a change of speed is required on the driven
work, it is essential to put in some sort of change speed gear,
and if silence is required it must embody a suitable exhaust
or furthef expansion box, and all the time that such types of
engines are used the above parts are absolutely necessary.
Further, the admission of gas being constant it is not possible
with economy to vary the torque on the crank-shaft to any
great extent, and even then by such methods as gas variation
or alteration of the ignition points which will be shown later
are wasteful, and not ideal methods. Ow-ing to the explosion
principles being used in such engines, the compression before
ignition is limited, and for that reason the clearance between
the piston head and the cylinder head must be large, in pro-
portion to the total volume of the sweep of the piston in cylin-
der. This clearance is in some engines as much as 20 per cent,
of the total volume, and for that reason alone brmgs about
enormous losses in the possible thermo-efficiency in the engine
itself, and is a question that should receive the very closest
attention by all designers of engines, especially those who are
working on a possible marine engine, as the weight must be
considered, and it is the author's opinion, which he has
already expressed at the meetings of this Institute, that the
future marine engine must be designed on the principles that
are involved in the gun as shown in Fig. 2. that is on the
lines of constant pressure combustion, thus reducing the
initial pressure, and increasing the length of expansion.
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
95
The idea of securing combustion in an internal combustion
engine at constant jiressure instead of constant volume (as
in the previous engines) during the period of combustion is
not a new idea, for as far back as 1873 Brayton, in Phila-
delphia. U.S.A.. brought out his well-remembered cycle and
engine, in which the gas and air were compressed in a sepa-
rate cylinder and burnt in the working cyUnder. In 1878
Messrs. Simon, of Nottingham, acquired the Brayton
patents and brought out this type of engine with a miniature
steam boiler over tlie combustion chamber. The steam thus
generated was blown into the combustion chamber, and al-
though some very interesting experiments were made, this en-
gine was stated to have not been successful. Messrs. Hennig
and Co., in Germany, about this time, brought out the Bray-
ton or Simon engine with many mechanical improvements.
Foulis, of Glasgow, in 1878, patented an engine similar to
that of Simon, and in 1881 brought it out in improved form,
and what is also interesting is the fact that he utilized the
heat from the exhaust gases for raising the temperature of
the incoming gases, as well as the separate compression prin-
ciples and constant pressure combustion.
In theory all these engines proved very attractive proposi-
tions, but as the mechanical (in those days) difficulties multi-
pUed for the small sizes that were required in those earlier
days, the truth is that the simple Rochas, or Otto, type of
engine was pushed with such a success that designers were
not encouraged, so that no doubt the constant pressure
combustion type of engine was neglected, in favour of the
engines which have compression, ignition and expansion in
a single cylinder. In the small type that were then in the
majority of cases required, this gave a simplicity with which
the small type constant pressure combustion engine could
not compete, and therefore they were abandoned.
They have been revived from time to time by various
experimenters, but in spite of the great possibiUties shown
by theory they have until the last few years found little
demand of importance, with the exception of the Diesel
type of engine, which is based on the principles laid down
by both Rochas and Brayton. The author beheves that
now the question of large power is being suggested for the
propulsion of vessels of large tonnage, designers and manu-
facturers will be driven to take the matter up with a serious-
ness never before thought of, and that the obstacles that lie
in the way of successful construction will, with motlern
engineering practice and metals, be overcome, also that the
constant pressure combustion engine will be in general use
before many years, not only for use with gas made from oil,
but also that made from coal or other fuel.
By referring to Fig. 2 it will be observed that the designers
of guns have seen the advantages of the constant pressure
method of combustion. Here, as will be seen, the advantage
of the burning time of powder has been made use of, and it
will be seen that the projectile has travelled some distance
before the maximum pressure or the completion of the burn-
ing period has taken place. The pressure, it will be observed,
has not risen above 17 tons per square inch, and as the charge
is larger and longer, the expansion is extended, resulting in an
increased velocity being given to the projectile, and no doubt
less recoil, as compared with the gun shown in Fig. i. Here,
again, is an analogy and a matter which go to show that
with the constant pressure combustion engine less strains
are set up and more equal turning moment obtained. So
far this matter has received, as far as the author is aware,
very Uttle attention by those advocating internal combustion
engines for main propulsion ; it is, however, one of very
serious moment, and no doubt will be receiving close attention
by designers. The multi-cylinder engine would appear to
somewhat reduce the strains, but it is a matter that, however,
will have to be taken into account when coming up to very
large powers. The author's opinion is that as the efficiency
of engines of modern power and those of larger power do not
alter materially as the power goes up, to overcome the
difficulty the most suitable way is to split the total power
of the prime-movers up in various units, and by some con-
necting medium such as electrical power transmission bring
it about that, say, several engines may concentrate their
power into one powerful electric motor driving the pro-
peller shaft ; a view that is also held by our highest authorit>-
in naval engineering, and many others that have given this
application of the internal combustion engine technical
consideration. It will be shown later how such arrangement
will facilitate economy all round.
Figs. II and 12 show side and end sections of the Diesel
engine, and it should not be forgotten that nearly every
writer on the thermo-dynamic principles of heat engines
has drawn attention to the Brayton type of engine, and its
greater scope for higher thermo-dynamic efficiency, and have
lamented the neglect of this cycle by our leading designers
and builders of internal combustion engines. It is, therefore,
to the great credit of Dr. Rudolph Diesel, who set to work
and brought out the famous cycle under his name, which
engines are now meeting with such a large and successful
demand in all parts of the world. There is no question that
in large or small sizes it is the finest prime-mover that we
have, and by a study it will be seen that the laws that Rochas
and Brayton laid down have been carefully considered by
him, as regards high compression and constant temperature,
pressure and combustion. Fig. 13 shows a normal curve
taken from one of his engines, and Fig. 14 shows the action
of the governor fitted to the engine, which varies the point
ot cut-oif very similarly to that of a steam engine.
Dr. Diesel has been good enough to forward especially for
this paper also a very interesting sectional drawing, shown
in Fig. 1 5 , of his very latest quick-speed engine using crude oil.
As will be seen it is entirelyja new design for Diesel engines,
and is especially brought out to'meet the demand for small-
powered engines such as are required for say driving auxiliary
machines, or for the propulsion of small boats, etc. A test
made on one of these engines is interesting and is as follows : —
Loading Trial for small latest type " Diesel "
engine.
Rating
J Load.
1 Load.
Load.
Normal
at higher
delivered.
speed.
speed.
Duration of
Test, Mins.
28-5
35-2
49'49
31
8-29
Average
Speed
620-3
610-4
609
603-8
828
Indicated
H.P.
6-20
7 -^4
S-I7
9-66
I y26
Brake H.P.
2-6i
3-S3
476
5-58
7-65
Fuel required
per H.P.
hour in
K.lograms
0-315
0-262
0-248
0-273
0-284
Cooling water
per hour in
Kilograms
24-2
19-3
18-0
36-0
21-5
The above shows remarkably good results for so small
an engine, and the test was carried out by Professor Romberg
at the King's Technical High School at Berhn quite recently.
The engine can be made at the present time up to 30 B.H.P.,
in which case there are six cylinders, and the weight is not
more than 80 lbs. per B.H.P., which includes a bedplate
(not shown), air vessel, oil vessel, and exhaust pipe, etc.,
which is aliout i/ioth of the weight of the original stationary
Diesel engines of the same rating, but the above sketch
shows how the engine would appear for fitting into small
passenger and cargo boats. The exhaust is colourless, and
without fumes, and the revolution speed can be arranged
from 600 to 200 r.p.m., or same can be accelerated in such
cases as in racing boats for short periods up to 1,000 r.p.m.
The machine, however, is somewhat different from the usual
design of Diesel engine, and I understand that Dr. Diesel*
in the near future intends to develop an engine that will
be suitable for larger powers. He states also that it will
be very suitable for use in connection with the Paragon
electrical propulsion scheme, in which he has taken an interest,
both in its application to marine engineering, and also in
another sphere of transport, i.e., that of main line railway
traction, to which, in conjunction with such efficient internal
combustion engines, the author intends to shortly apply
same.
In connection with the above and other high-speed engines,
an interesting advance in propeller design has been recently
brought out and patented in this and other countries. Figure
16 shows this propeller ; as will be seen it is constructed
on the feathering paddle design and has some very novel
details about it. For instance, the full power reverse can
be given under control from the steering wheel, with the
96
THE MARINE ENGINEER AND NAVAL ARCHITECT. October, 1910.
least exertion, and the ahead speed, or the steering of the
vessel can be carried out by the direct power of the prime-
mover, and without the necessity of altering the torque or
direction of speed of the engine. It is in the author's view
a great advance in the most troublesome matter of propeller
design for propulsion. Referring to Figure i6 a description
wiirbe of interest: — A is the power shaft from the engine
or turbine, as may be desired ; B. equal drive bevel wheels
driving vertical revolving power sleeve ; C, the above power
sleeve "coupled to the revolving small case ; D, revolving
power case, containing feathering small gear wheels ; E, two
small gears, only carrying the small power for feathering
the blades ; F, short shaft taking the power from the revolving
case D ; G, propeller blades, generally two, renewal a very
easy matter ; H, two intermediate connecting wheels ; all
these small gears are running below water line and in grease,
absolutely quiet and lasting ; I, fixed spindle on which
run the loose intermediate wheels H ; J is a centre pinion
that is usually in a stationary condition ; by its means, how-
ever, the degree of feathering is adjusted, which decides if
the re-action from the propeller shall be ahead or astern,
or partly so : this position is controlled by means of the
steering wheel ; K is the small vertical shaft that is attached
to the angle bevels above, leadmg to the steering wheel shaft ;
L are the above bevels ; M is the horizontal shaft leading
to the steering wheel, by which means full control is brought
about ; N is the stationary case taking the whole propeller,
which from the present design will be seen, and the importance
ol requiring no usual thrust block, this case is bolted direct
on to the stern-post shown ; O is the stern-post, and it will
be seen that only two small holes are necessary for the
application of the propeller to existing boats, etc. ; P is a
steel plate that takes a part of the direct thrust of the pro-
peller, and also forms a steadying piece.
The above propeller has been tried on various types of
vessels with greatly improved results, as compared with
what is possible with the ordinary screw type of propeller,
and in some cases as much as 30% more effective thrust
per shaft horse-power at given revolutions has been demon-
strated and accepted by some of the highest authorities on
the Continent. I will, however, not dwell here on its effect
on the application of the internal combustion engine for
marine propulsion, and all the difficulties that can be got
over by its use, which are obvious ; rather will I rely on
advantage being taken of inspecting and testing the small
vessel that is now running on the Thames so fitted, in which
will be noticed the easy and quick steering, stopping and
turning on its own centre and many other details that are
essential before it can be claimed that we have the maximum
of manoeuvring power, applying with equal effect, not only
to vessels on the surface, but also to those called submarines,
in which the ideal of automatic stability can be brought
about.
Well, Gentlemen, this subject which I have endeavoured to
place before you in as lucid a manner as I am able, involves
an immense number of points. It has been felt that the details
are of such a complex character that it will be better to
divide this paper into two sections, the second of which
I propose to read to you at the meeting arranged for by our
Secretary, on the 28th of November next. Whether my
paper is' altogether equal to the subject and whether my
contentions appeal to you as convincing or not, I sincerely
hope that the facts I am placing before you will lead to the
further development of this important subject, pos.sibly on
the lines that are and will be indicated, and that some further
real progress will be made in the evolution of the internal
combustion engine.
The reader is referred to the following excellent works, to which the
author expresses himself indebted for some assistance in the preparation of
this paper-Goodeve's"Text Book of The Steam Engine," T. Hylcr White's
■' Petrol Motors and Motor Cars," and Homan's " Self-Propelled Vehicles."
Mr. Walter H. Derriman, B.Sc, A. C.G.I. , A.I.E.E., Fellow
of the Chartered Institute of Patent Agents, has entered into
partnership with Messrs. Dicker & Pollak, chartered patent
agents, of 37, Furnival Street, Holborn, E.C., and in conse-
quence the name of the firm has been changed to Dicker,
Pollak & Derriman.
Institute of Marine PZnt.ineers We understand that the
"Fuel Test" arranged for October 3rd will not take place and
that instead a demonstration will be given of Mr. Edwin Tate's
Stability Indicator.
THE FLEETS OF THE MAIL LINES*
{Fyom our Own Correspondent.)
The "Mauretania" and the "West Point."
ONCE more has public attention been called, somewhat
sensationally perhaps, but nevertheless most effec-
tively, to the immense importance of wireless tele-
graphy at sea. Sixteen lives have certainly been saved in
this one instance from a terrible ending. The Liverpool steam-
ship lIVs( Point sailed from Glasgow for Boston, with a cargo
comprising, amongst other things, oil, grease and wool, on
the i8th -\ugust. Suddenly at 6.30 a.m. on the 27th August,
when some six hundred miles east of Cape Race, fire broke
out in the engine-room. How it originated may be disclosed
at the inquiry. But at all events it seems to have spread so
rapidly that the men were driven out of the engine-room
almost immediately, and the heat was so intense that it was
impossible to use the steam pumps to fight the conflagration.
With such a cargo as we have mentioned, and so fierce a fire
in the machinery department, it was at once apparent that
the ship was doomed and steps were at once taken to get
out two boats. They could not, however, be provisioned
because of the violence of the flames, and some thirty hours
after the outbreak the position became untenable and the
ship was abandoned. The boats nevertheless lay near her
till the next day in the hope that as the fire burnt itself out
something in the way of provisions might be attainable.
This hope, however, seems to have been disappointed. At
six p.m. the same evening— that of the 29th August — the
ship foundered, and it became necessary for the shipwrecked
mariners to look out for some passing vessel. The two boats
naturally resolved to stick together, and headed to the
northward in order to get into the track of the transatlantic
steamships. They encountered bad weather and found some
difficulty in keeping on the track. Finally, on the night of
the -, I st' August the boats became separated, and never sighted
one another again. One boat, that in charge of the first mate,
was picked up by the Leyland steamship Devonian bound
for Boston. The report given by the rescued men as to the
probable fate of the other lifeboat which contained the
master, second officer and two engineers, besides other
members of the crew, was anything but hopeful, and indeed,
had it not been for the invention of Signor Marconi, there
is little likelihood that these men had been saved. But the
Devonian at once sent off messages telling of the disaster
to the West Point ; of the safety of one half of the crew, and of
the probable position in which the other boat might be
sought. Eastward-bound the Mauretania caught the De-
vonian's instructions, and those on the look-out on the big
ship were at once on the qui vive for a boat's sail. So at
10.30 p.m. when they sighted signal rockets they knew
they had found what they sought. It was blowing hard
and the sea was heavy. But the big ship was manoeuvred
so as to give the lifeboat a lee, and after thirty-eight minutes
stoppage the record-breaker was once again reeling oft^ the
miles that separated her from England. Meanwhile- the
rescued, some of whom were in rather a pitiable plight, were
being carefully tended and the news of their safety was com-
municated to" both continents. It needs little imagination
to sympathize with the feelings of Captain Pinkham and his
companions, who — foodless and drenched, in a practically
hopeless condition (for they had resolved that their only
.chance of safety lay in an attempt to sail down to the .\zores)
<;iiddenly saw the lights of the Mauretania flashing like
those of a city over the waves, and wondered whether or no
signals would' be observed. The chance meant life or death '
to them and they assuredly knew it. The incident is one
which should certainly make for the extension of wireless
telegraphy in all ocean-going vessels, even if Sir Edward
Bassoon's bill to make such installations compulsory should
be withdrawn for the present.
Wireless, too. played its part in the rescue of the survivors
of the car-ferry steamer Pere' Marquette No. 18 which, when
crossing from Luddington to Milwaukee, with a load of some
thirty freight cars, sprang a leak and foundered on Lake
Michigan. The leak seems to have been serious from the
first, and an attempt to save the ship was made by the
jettison of some nine cars with their loads. Meanwhile the
October, iqio. THE MARINE ENGINEER AND NAVAL ^CHITECT.
97
wireless operator was calling for help, and a sister ship soon
came up to the rescue. The distressed vessel, however,
Immdcred most unexpectedly, owing to the bursting of a
huUdiead, and considerable loss of life has to be deplored.
It will be well if the true circumstances regarding this disaster
are noted, as it is quite possible that the story of the loss
of the car-ferry boat will be used as a proof of the danger
of car-ferries by those who are so strenuously opposing the
institution of the ferr>' between Dover and Calais. It is,
however, obvious that the vessel of wliicli we have spoken
foundered from causes which had nothing whatever to do
with the fact that she happened to be a vessel of this type.
Vessels of ordinary types are by no means free from the risk
of springing leaks, especially in such heavy weather as seems
to have prevailed when the Pere Marquette No. i8 went down.
The Atlantic Record.
On the next outward run ioUowing the rescue to which I
have already referred, the Mauyetania distinguished herself
in another direction, by knocking ten minutes off her own
record over the short course and so reducing the time of the
Atlantic passage to four days, ten hours and forty-one minutes.
It should be recorded, however, that the distance steamed
on the present occasion is 2780 miles as against 2784 miles
on the earlier passage, so that the increase in speed is not so
great as it would appear. On both occasions the best day's
steaming was 661 miles, but the worst was 542 miles last
year, whilst the worst this time is two miles better. This
is another proof, if that were needed, that as ships get settled
down and understood the regularity of their steaming becomes
more marked.
Another Good Passage
must be credited to the Kaiser Wilhehti der Grosse — oldest
of the express steamers now on the Nord-Deutscher Lloyd
service. This vessel has been about fourteen years at work,
yet she managed to beat the Hamburg-.'Vmerican Deiitschland.
saiUng the same day from Southampton, by nearly half a
day, although I beUeve she develops something Uke 9000
less horse-power. The Kaiser's special train on this occasion
left Waterloo at 9.28 a.m. on Wednesday, the 31st August,
and the steamer sailed at 1 1.40 a.m. She was off Fire Island
at 3 a.m. the following Tuesday and docked at 4.48 a.m.
The noticeable points in the performance are that the steamer
was got away so smartly from Southampton, and that on her
voyage sht- averaged as much as 22-18 knots for the whole
voyage.
The Dominion Line.
Messrs. T. W. Ward i\: Co., of Sheftield. the well-known
ship breakers, have just purchased the old Dominion liner
Vancouver which has been lying for a long time in the Wallasey
Dock at Birkenhead. She was built in 1884 by Messrs.
Charles Council & Co., of Glasgow, and is interesting from
the fact that she is the younger sister of the now forgotten
City of Cliica<;o of the Inman Line— a vessel long ago wrecked
on the Irish coast. One of the numerous disasters which
dogged the career of the old Inman line — probably I think,
the loss by collision of the City of Brussels — had just occurred
and the Inman people were short of tonnage to carry on their
New York service. The Dominion Line had just ordered
a vessel which thev intended to call Vancouver from Messrs.
Connell, and then she was transferred to the New York trade
and named City of Chicago, whilst a new vessel was laid down
and launched as the Vancouver. A single-screw vessel of
not much over 5000 tons gross register she has long been
hopelessly obsolete for the rapidly improving Canadian trade,
'though when she first came out she was probably the crack
ship on the station. An early event in her career was the
sweeping of her decks in the Atlantic whereby her chart-house
was carried bodily overboard. Those in the house were never
seen again, and — I am speaking from memory, as I am away
from my not^s — the lost included her master. Captain Lindley.
.\t a later period she sustained heavy damage to her bows
in the St. Lawrence. At the close of the Russo-Japanese
war she was taken up by the Japanese as a transport for the
repatriation of prisoners. Since then she has done little.
It is curious to note that though the Atlantic Combine is an
American organization, and that though Mr. Morgan's
countrvmen never tire of disparaging Englishmen for their
want of progress m not scrapping worn-out or obsolete
machinery, the Dominion Line — one of the Combine's im-
portant limbs — stuck to the Vancouver for some time after
her career was finished, and still has in the same Wallasey
Dock where she was laid up two other old ships. One of
them is the Ottoman, and the other the Ottawa. The latter
is no less than thirty-six years old, having been launched as
the mail steamer Germanic for the White Star Line in 1874.
and having in her day held the blue riliand of the .\tlantic.
The P. & O. Company
has availed itself of the opportunity afforded it by the ac-
quisition of the Blue Funnel Line to issue a new series of
round-the-world return tickets, giving its customers the
opportunity of travelling in one direction to .\ustralia via
the Suez Canal and of returning by the Cape. It has also
now a circular ticket by which facilities are given for the voy-
age by steamer to Japan — with opportunities on slight extra
payment for stopping over eyi route — and back overland by
Siberia. Its parcel service to the countries served by its
various lines of steamships has also of late been much im-
proved and consolidated.
The Union Castle Line.
On the 14th September the twin-screw steamship Guelph
left Southampton for East Africa via Marseilles, Naples and
Suez, thus opening the new route of which I spoke last month.
She will be followed in due course by other vessels of her
class. It should be noted that the vessels detailed for this
service are being fitted with wireless, as indeed are the
Company's ships employed in their ordinary trade. Both
as regards her cargo engagements and her passenger lists the
managers seem pleased with the support given to this pioneer
sailing.
The Balmoral Castle, which is to take the Duke and Duchess
of Connaught to South Africa early next month, has now
been fitted out for this special service. The naval ratings
by which she is to be manned joined her at Southampton
on the 19th September.
Seamen and Unused Food.
The Ruahine case, to which I referred last month, has now
been before a jury who, after hearing some of the evidence,
stopped the case against the defendant. They were very
properlv of opinion that the men took the food in respect of
which they were accused of theft, with perfect bona fides.
That being so, no criminal charge could be sustained against
them. At the same time the Judge held that they were quite
wrong in believing themselves entitled to take the uncon-
sumed food away, and accordingly now the law on the point
is made clear it will not be safe for seamen to remove surplus
food in future.
The West India Mails.
The various services to the West Indies seem to be getting
into rather an undesirable position. For some time it has
been known that the Banana Subsidy of £40,000 a year, which
for some years has been paid to the Imperial Direct Line for
its fortnightly .service between .\vonmouth and Kingston.
Jamaica, would not be renewed, and the owners have stated
pubhcly that they will have to withdraw the service and
lay the ships up.
Now the Royal Mail Steam Packet Company and the
Government have got to cross purposes over the main mail
line to the Islands, and the Company has given notice to the
Government that on the loth November it will terminate
the existing contract whereby the mails are carried to Bar-
bados on a poundage basis. After that date, indeed, the
mail steamships of the line will omit their calls at Barbados
and Trinidad and will proceed to St. Thomas via the Azores.
After calling at that island — which, of course, is not a British
possession — they will touch at various ports in Central
America and then go on to New York. A suggestion has
been made that the mails should go in the mail steamer to
St. Thomas and there be transhipped to an inter-colonial
steamer. But this proposal l)y no means commends itself to
the residents in various British colonies.
A Remarkable Piece of Salvage
has been successfully accomplished in the case of the steam-
ship Dunbeth, which was blown ashore at Angra Pequena as
long ago as June of the year 1906. Being badly holed and
lying on the rocks, the vessel was soon abandoned as a total
98
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
loss. Some German salvors, however, came to the conclusion
that her position was by no means so hopeless as was com-
monly supposed, and, having purchased her, they succeeded
in floating her, and making temporary repairs which have
stood the test of the long voyage to England. The vessel
has been taken to the Tyne, where she is to be repaired by
Messrs. Swan, Hunter & Wigham Richardson. The Dtinbelh
was built on the Clyde and owned at Glagsow. She is of
over 4000 tons gross register and was, I understand, on her
maiden trip at the time of her accident.
The Tide of Traffic
is setting strongly westward. On Saturday, 17th September,
there sailed from the Mersey the Lusitania with 2046 pas-
sengers, Baltic with 2130, Laurentic with 1500, making
apparently a total of 5676 passengers which, one would
imagine, to be nearly 6000 persons, not, as the no longer
infaUible Times puts it, " nearly 5000 passengers."
NAVAL MATTERS-PAST AND
PROSPECTIVE.
(From our Own Correspondent.)
Portsmouth Dockyard.
THERE was quite a large number of Royal and dis-
tinguished visitors on the occasion of the launch of
the battleship Orion last month by Lady Winchester.
Shortly before the vessel took the water, Princess Henry
of Battenberg's yacht, the Sheila, steamed into the har-
bour with Her Royal Highness, the King and Queen of
Spain, and several princes and princesses on board. The
King and Queen of Spain afterwards visited the Empress
Eugenie on board her yacht, the Thistle. Rear-Admiral
Goni, head of the Chilian Commission in London, also
witnessed the launch from the cruiser Invincible. The
Orion has been taken into the large basin, and the work
of fixing her side armour is in progress. The increased length
of the vessel and her greater displacement, will make the
task of docking her somewhat difficult. No. 15 dock is
the only one capable of accommodating her, and this has
an entrance width of 94 feet at the coping stones, while the
Orion's breadth is 87 feet. Next year, however, the new
floating dock will have been placed in Fountain Lake, and
we shall be better prepared for such large vessels. The
battleship Neptune is now carrying out her steam and
gunnery trialj, which are to be completed early in October.
She is to be out of hand by January, by which time she
will have been in hand two years. When commissioned, it
is understood that the Neptune is to replace the Dreadnought
as flagship of Admiral Sir William May, the Commander-in-
Chief of the Home Fleet, in which case the latter vessel
will be taken in hand for a very extensive refit. The report
that we are aliout to build a motor battleship is regarded as
a Uttle premature, seeing that no information as to the
principal features of the new vessel, which is to be laid down
in January, are available. That the vessel will have internal
combustion engines is considered extremely unlikely, but,
in the course of a few years, there is not the slightest doubt
that such engines will be used for large ships. As to repair
work, the cruiser Good Hope is well forward, and before
long the Drake, A rgonaut and Mercury and several destroyers
will come in for refits. The scout Foresight is to complete
her refit < arly in October, when she will be sent to Sheerness
to begin duty with the Third Destroyer Flotilla. An accident
occurred to a submarine on September 7th, when the An ,
ran into ;ind sunk a barge while leaving the harbour. Luckily
the two men on board the barge were rescued, and no one
was injured on either vessel. The submarine was slightly
damageil at the bows and put back to Haslar for repairs.
The cruiser Duke 0/ ICdinburgh went ashore on .\ugust 13th
on .'Xtheriield Ledge, Isle of Wight. Fortunately the weather
was fine and the sea calm all the time the vessel was aground,
but a few hours after she had been got off a gale sprang up.
The court-martial severely reprimanded the captain and
the navigating officer and dismissed the latter from his
ship. The old battleship Edinburgh, which is on the non-
effective list, is ordered to be sold. She was built at Pembroke
in 1887 at a cost of £6|;o,ooo. The destroyers Parramatta
and Yarra arrived here and were inspected by the dockyard
authorities before leaving for Australia. Sir George Reid,
the High Commissioner for Australia, visited the vessels
on September 14th, and a few days later they left under
convoy of the Gibraltar, which is taking relief crews to
Sydney.
Devonport Docl<yard.
Good progress is being made with the new cruiser Lion,
which was launched in the first week of .\ugust. The side
armour is being placed in position, and all the boilers have
been fixed in the after-boiler-room, while the boring out for
the propeller shafting is well advanced. Between decks
the work is being rapidly expedited, and altogether the
vessel is making splendid headway. Quite as good progress
is being made with the cruiser Indefatigable, and it is antici-
pated that she will be ready for her machinery trials about
the end of October. The cruiser Niobe, which has been
sold to the Government of Canada, was paid off on September
5th, and commissioned next day by Commander W. B.
Macdonald for service as a training ship for the Canadian
Navy, and she has since left to begin her new duties. The
cap ribbons of the crew bear the inscription " H.M.C.S.
Niobe." The battleship Commonwealth, of the Second
Division of the Home Fleet, came in at the end of August
for defects in her rudder to be dealt with. The battleship
Mars is undergoing a most extensive refit, which, when com-
pleted, will considerably increase her fighting efficiency.
Her defensive equipment is being improved by the substitu-
tion of new torpedo nets. The destroyer Kestrel is also
undergoing a refit and having her equipment generally over-
hauled. Her starboard propeller shaft having been found
to be defective, it has been removed and taken to the factory
for centring. The Success, when with the local destroyer
flotilla in the Gare Loch at the end of .\ugust. drifted from
her moorings on to the shore. She was refloated a few
hours later, and very little damage is said to have been done,
but she will be docked for examination on her return to this
port. The screw sloop Rinaldo, which is on service with
the Gunnery School, is to be taken in hand for a refit at the
beginning of October. Her place is to be taken temporarily
by the cruiser Pelorus, which is at present employed in
connection with the Navigation School at Portsmouth.
The cruiser Arnphitrite is shortly to be relieved in her duties
as training ship for stokers by the battleship Magnificent,
now at tlie Nore. The Arnphitrite will, on being relieved,
join the Fourth or Special Service Division of the Home
Fleet. The old battleship Howe is to be sold out of the
Service as obsolete and unfit for further duty. She is a
vessel of 10,300 tons, and was built at Pembroke twenty-two
years ago at a cost of ;£640,ooo. For some time past she has
been on the non-effective list. The work at the South Yard
in connection with the widening and lengthening of No. 4
dock and making a new shallow draught dock is making
satisfactory progress. The capacity of the dock for dealing
with destroyers will be practically doubled when the altera-
tions are completed. Rear-.\dmiral Stokes, who, as previously
stated, is to succeed Vice-Admiral Cross as Admiral-Superin-
tendent, will take up his duties on October 4th.
Chatham Dockyard.
We had a visit on September qth from the First Lord of
the Admiralty and Rear-Admiral Sir John JcUicoe, the Con-
troller of the Navy, who embarked here in the Admiralty
yacht Enchantress. The vessel proceeded to Sheerness,
anchoring near Port Victoria on the passage down the river
fo enable Mr. McKenna to view the site suggested for the
new floating dock. Despite the size of the dock and the
large draught of water, there are several places in the Medway
where it can lie without interfering with the traffic. On the
way down the First Lord was also able to obtain a view of
the various works which are in progress, including the
reclamation of a considerable area of marshes and mud
banks, the property of the Government. The Natal, of the
Second Cruiser Squadron, came in for her annual refit during
the last week of .\ugust, but she will not remain very long.
The Berwick, of the Fourth Cruiser Squadron, arrived on
September 14th, and was taken in hand for the repair of
defects which are to be completed for her to leave the Medway
on October loth, to assemble with the other vessels of the
squadron for a cruise to South American waters. The
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
99
squadron is to leave England on October 13th and return
about January nth. The destroyer Rothcr came in on
September 2nd in tow of the Swale, her machinery having
broken down, and was taken in hand for repair. The cruiser
Thames, which had been refitting for the last three months,
left on September i 3th for Harwich to resume duty as sea-
>;oing depot ship of Section III. of the submarine flotilla.
The cruiser Intrepid, which has been fitted for service as
a minelaver, has carried out her steam and gun-mounting
trials, and will soon be ready for commissioning. For the
present, no other vessels are to be similarly fitted. The
minelayers are attached to the Third Division of the Home
Fleet and organized as a separate division with Captain
Heneage, of the Saiad, as chief. The Andromache, Iphigenia
and Intrepid are told off for the Xore ; the .Waiad, Latona
and Thetis for Portsmouth, and the Apollo for Devonport.
The salvage and mooring lighter, which is being specially
constructed from the designs of Sir Philip Watts, the Director
of Naval Construction, to lift submarines of the " C " cla.ss,
was launched at the end of August, and the two tugs, the
Firm and Alliance, which are intended for service at Dover
and Sheerness respectively, have also been launched. The
launch of the tugs from No. S slip has made it possible for
preparations to be commenced for laying down our new
cruiser. The blocks are being got ready, and the first keel-
plate will be laid early in November. Little progress,
however, will be made with the vessel uj to March, only
/53,696 being allowed for her in the Estimates for the present
linancial year.
Sheerness Dockyard.
It has been announced that the destroyers of the First
Flotilla are in future to be allocated to Chatham for docking
and refitting instead of to this yard, as are also the destroyers
of the Nore Flotilla. The turbine torpedo-boats serving in
the Nore Destroyer Flotilla, whose numbers are being in-
creased from twelve to twenty-four by the transfer of boats
from Devonport, are to be dealt with by us, as are also the
destroyers and torpedo-boats of the Nore Destroyer Division
and the submarines of Sections III. and VH. Flotillas.
The rearrangement of work does not make any the less for
us, there being just about the same number of craft to see
to, but there are mor^ torpedo-boats. The turbine torpedo-
boats, however, are practically destroyers, and, indeed,
were designated coastal destroyers and given names instead
of numbers when ordered to be built. There have been
several mishaps to vessels belonging to the port recently.
On September 3rd the destroyer Wizard, while at anchor
off the Sunk Lightship, was struck by a torpedo-boat and
had a hole made near her engine-room. .\ target sail was
fixed over it, and the breach was filled from the inside by
the insertion of cotton waste, etc. The Wizard was in no
pirticular danger, but as a precautionary measure the
Zephyr escorted her here, and she was taken into dry dock
for repairs. The same day torpedo-boat No. 068 arrived
and was placed in dock for the repair of damage on the port
side, nearly amidships, where she fiad been struck by torpedo-
boat No. 067, which was going alongside her the previous
dav to enable the officers watching the target practice to
change boats. The Nore Flotilla was assembled at the
time in the North Sea near Felixstowe for the annual torpedo
firing. The damage to No. 06S above the water-line was
slight, but below the water line there was a zig-zag rent
about three feet in depth. The same morning torpedo-boat
No. 074 received some damage, and, after being temporarily
repaired at Shotley, came on here. The boat is a most un-
fortunate one. It is only a year since she was nearly
cut through in collision with a collier. Torpedo-boat No. 068
was refloated on September 16th, and No. 074 was then taken
in hand. The torpedo-gunboat Hebe, after being in hand
since July 2nd, when she arrived with her stem and bows
extensively damaged through a collision in the North Sea,
has left for Dundee to begin duties as sea-going depot ship
of Section VII. Submarine Flotilla. The damage was made
good by September 3rd, but steering gear defects developed
and this detained her another fortnight. The refit of the
destroyer Ranker is to be completed on September 26th, and
she will then go to Devonport to begin duties in the flotilla
at that port. Mr. McKenna paid his first visit to this yard
on September Qth, accompanied by Rear-Admiral Sir John
Jellicoe. The First Lord and the Controller, with other
officials, landed from the Admiralty yacht Enchantress and
inspected the docks, and afterwards re-embarked and went
on to Dover and Portsmouth. Nothing official has trans-
pired, but it is understood that the visit was for the purpo.se
of enabling the First Lord to inspect the site proposed for
the new fioating dock in the Medway.
Pembroke Dockyard.
The cruiser Blanche lias completed her trials. On the first
eight hours of the thirty hours' trial she obtained a mean
speed of 24-4 knots at 15,000 s,h. p., and during the remaining
twenty-two hours 23-33 knots at 11,000 s.h.p. On the full
power trial a speed of 25-67 knots was obtained with 19.755"
s.h.p. The whole installation of machinery and boilers worked
satisfactorily, and the exceptionally small water loso indicated
the tightness of the joints of the system. Thi trials were run
tluring a period of very stormy weather, and the general
opinion of those who were on board is that the ship behaved
excellently and will prove an admirable sea-boat. The
engineer contractors are busy opening up the machinery
in readiness for the vessel's twenty-four hours' acceptance
trials, which are fixed for October 6th and 7th. Efforts are,
however, being made to get her ready a week earlier. The
Yarro-w water tube boilers of the Blonde have all been placed
in position, but at the time of writing only two of the turbines
have arrived. The unarmoured cruiser Active, which has
now been in hand two months, is not making such rapid
progress as has been usual with previous vessels built at
this yard. However, up to the present the requisite material
has not been available, but it is anticipated that a more
plentiful supply of material will be at hand shortly, when
an accelerated rate of progress will be possible. We have
two destroyers in hand for refit, the Avon and Fovle. On
September 20th -ive had a visit from the Lords of the Admi-
ralty, who attended for the purpose of receiving deputations
of workmen.
Messrs. Leonard Chapman & Co., Ltd., Importers and Manu-
facturers, Munton Road. London, S.E., report :
Graphite, as imported, according to quality.
£ s. d. i s. d.
Ceylon L.L. c.i.f. London ..16 5 o to 38 10 o per ton
O.L. ,, .. II 9 6 to 38 9 6 ,.
chips ,, . . 9 5 o to 28 o o
dust ,, .. 9 10 oto25 o o
Purified, milled and ground.
Ceylon, 97% to 99%, f.o.b.
London 59 o o to 63 o o per ton
,, 90% to 91%, ,, 40 o o to 42 o o
So%to8i°i, ,, 30 o ot0 32 00,,
70% to 71%. .. -7 o o to 28 o o
American large flake, f.o.b.
London 45 o o to 49 o o
small ,, ,, 35 o o to 45 o o ,,
Joint Compd. per cwt. .. 2 9 o to 2 12 6
Paint Paste ,, . . 2 2 o to 2 5 o
Paint p-rgal. .. o 4 9 to o 5 3
Wholesale lists of tinned goods on application.
SuBM.iRiNE SiGN.\L COMPANY. — ^There are now 130 signal
stations, either w-orking, or in course of erection, and 621
ships of the mercantile marine have adopted the receiving
apparatus of this Company.
RossENDALE BELTING Co., Ltd,, of Manchester, have
been awarded a gold medal for their exhibit at the Manchester
Industrial E.xhibition which is now being held.
Mr. F. W. Bridghs. the organizer of the Naval, Mercantile
Marine and Engineering Exhibition held last month at
Olympia, informs us that he has decided to organize another
exhibition on the same lines, but on a larger scale, and with
considerably extended scope, in 1913.
The Engineers' LTnivers.\i:, Supply Stores, of 25 and
27, Sumner Street, Southwark, as the name implies, supply
many things necessary to the engineer, among which may
be mentioned the " Wescot " overalls. We have seen copies
of some unsolicited testimonials recently received by The
Engineers' Universal Supply Stores, which speak well of the
" Wescot " overalls, and show the purchasers to have been
quite satisfied. The price charged is moderate, and prompt
attention is given to orders.
100
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
(From our Own Correspondent.)
Launching Activity. — Noteworthy activity in the matter
of launching .ships characterized sliipyard operations on the
Clyde on August 25th. Messrs. John Brown & Co.. Clyde-
bank, sent off the stocks the steamer Preussen, built to the
order of the Hamburg-America Line for their Eastern trade.
She IS a single-screw cargo steamer of about 8.000 tons
gross, having a deadweight capacity of about 12,000 tons.
By the same tide Messrs, Napier & Miller. Old Kilpatrick,
launched the twin-screw steamer Kulambangra of 2,000 tons
gross. From the Greenock yard of the Greenock and Grange-
mouth Dockyard Co, there was also launched the single-screw
steamer Brooinpark of 2,200 tons carrying capacity', built
to the order of the Denholm Lines, Greenock, Her machinery
will be supplied by Messrs, Dunsmuir & Jackson. Govan
Engine Works. Glasgow,
British India Liners. — Messrs. .\lex, Stephen & Sons,
Linthouse, launched on September 6th the steamer Abliona.
the first of three twin-screw vessels now building by them for
the British India Steam Navigation Co,
Protected Cruisers. — The protected cruiser Falmouth, of
the improved Biistol class, was launched on September 20th
from the Naval Construction Works of Messrs, Wm, Beard-
more A: Co,, Dalmuir. She is one of six sister sliips, the con-
tracts for which were placed by the British Admiralty late
in October last year. She has only been about ten months
on the stocks and is the first to be floated of the six sister
ships — the Yarmouth , building by the London and Glasgow-
Co,, Govan, the Dartmouth, by Messrs, Vickers, Sons and
Maxim, Barrow, the Weymouth, by Messrs. Armstrong,
Whitworth Sc Co,, Elswick-on-Tyne, and two others building
at Pembroke Dockyard, They are of 5,250 tons displace-
ment, 430 ft, long, 47 ft, beam, and will be propelled by
turbines of about 22,000 i.h,p, , designed to give a speed of
26 knots. The Gloucester is about to finally leave Messrs.
Beardmore's basin and go upon her twenty-four hours' accep-
tance trials, while the Clydebank cruiser Bristol is now coaling
at Greenock preliminary to entering upon her official steam
trials, which will extend over the better part of a fortnight.
Extra interest centres in these trials from the fact that
instead of being fitted with Parsons turbines driving four
propellers the Bristol has Browm-Curtis turbines of about
the same power driving only twin propellers.
The Commonwealth Destroyers. — The .\ustralian de-
stroyers, Yarra and Paramatta, after having undergone
highly satisfactory trials on the Clyde, were navigated to
Portsmouth, and on September 19th left there bound for
Sydney, convoyed by another Clyde-built ship, the cruiser
Gibraltar, by Robt, Napier & Sons, The Yarra. whose final
trials took place on the Clyde on August 25th, w-as built by
Messrs, Wm. Denny & Bros,, Dumbarton, while the .sister
vessel Paramatta is the product of the Fairfield Shipbuilding
and Engineering Co. Both vessels more than met the .Aus-
tralian Government's requirements in the vital respects of
speed, consumption of fuel and radius of action, A third
destroyer, the tt'arrego, was built at Fairfield, and has been
shipped in portions to .\ustraha. where she will be put to-
gether by .Australian workmen, who have taken part in the
preparation of the work on the Clyde, The designs for all
three destroyers were prepared by Professor Biles, Glasgow,
the contracts being taken upon his specifications. The
Australian Navy is growing apace. Contracts for battleships
are in progress, and contracts are also being taken for two
.second-class cruisers of the Bristol class, H found practicable,
a third cruiser will be put together in .Australia,
Suction Spiral-Cutter Dredgers. — Dredging clay and other
hanl material by suction methods, through the agency of
spiral cutters working at the mouth of the suction pipes, is
only a recent development in dredger building, and the first
Simons patent cutter suction hopper dredger of this type
constructed for use in the United Kingdom was launched
from the works of Messrs. Wm. Simons iv: Co., Ltd., Renfrew^
on September 6th. This vessel, named St. Lawrence, is of
2,000 tons hopper capacity, and has been built to the order
of the Director of %\'orks of the British .Admiralty ; she is
fitted — in a separate engine-room immediately in front of
the hopper compartment — with an independent set of triplc-
e.xpansion engines for driving the dredging pump, having all
necessary and up-to-date auxiliary machinery. Two sets
of triple-expansion surface-condensing engines with auxiliary
machinery of the most up-to-date character are fitted aft for
propelling the vessel at a speed of 10 knots her hour. Steam
for propelling and pumping engines, and all machinery
throughout the dredger, is supplied by three marine type
steel boilers. The dredging pump is of the most massive
and powerful description to withstand the shocks which may
be sustained when dredging in clay mixed with stones. The
suction pipe is carried on a girder led through a well, forward,
and of sufficient length to enable dredging to be done at a
depth of 65 ft. below water line. The dredger has also been
designed for cutting its own flotation. The cutter at the
mouth of suction pipe is driven through a line of shafting,
fitted on upper side of suction frame, and machine-cut steel
gearing actuated by a .set of powerful independent compound
condensing engines. The St. Lawrence left the Clyde, after
dredging and steaming trials, on September i6th, and the
berth adjacent to the one from which she was launched is
occupied by an almost similar cutter suction hopper dredger,
building to the order of the Government of the Union of
South .Africa,
Training Ship Tender. — Messrs. John Reid iV Co.. ship-
builders, Wluteinch. are the successful tenderers for the
construction of a sea-going tender which the Metropohtan
Asylums Board are having built for the training ship Ex-
mouth. Messrs. Reid's price was ;<;i7,964. The vessel is
practically to be a steel sailing ship, having au.xiliary steam
power, and is intended to act as a sea-going tender to the
training ship, and aft'ord the lads experience in handling a
ship at sea. The Exmouth. which was built at Barrow five
years ago, to designs by Messrs, Biles, Gray & Co., has proved
a great success, the number of boys on board being now up
to the full complement of 700, The new tender, which is
from the designs of Prof. J. H. Biles, is to be about 750 tons,
and will have quarters for _ 150 boys. She will be rigged as
a four-masted schooner, with square sails on the foremast,
and her auxiliarv power will be in compound steam engines
of 300 i,h,p. Her voyages will occasionally last for weeks,
and the work done will count as part of the qualifj'ing service
for an officer's certificate.
Naval Guns. — Messrs. Wm. Beardmore & Co.. Ltd.,
Parkhead Forge, Glasgow, have received from the Admiralty^
an order for three 9-2 inch, 50 calibre, naval guns. The firm
have now in process of manufacture naval guns of all sizes,
from 134- in. down to 4 in,, and they are re-lining some of
the older 12-inch and 9-2-inch guns.
Renfrew Boiler Works Extension. — Jlessrs. Babcock and
Wilcox's alreadv extensive works at Renfrew, devoted to the
manufacture of patent w-ater-tube boilers for marine and for
land purposes, as well as of mechanical stokers and coal-
conveying plant, continue to increase in size. The property
of the company covers an area of 43 acres, and in order to
cope with the extended business they have found it necessary
to erect three large additional shops, each 300 ft. long by
60 ft. wide. The shops w-ill be fully equipped with the most
modern engineering appliances suitable for the business.
Two of them are required for the manufacture of mechanical
stokers and coal-handling plant, and the third is needed in
connection w-ith the manufacture of the firm's marine boilers,
for w-hich the demand is rapidly increasing. Large orders
are in hand at present for boilers for battlesliips and cruisers
for the British and Colonial Governments, and for the ItaUan,
-Argentine and Brazilian Navies, w-hile several important
contracts have been secured recently for boilers for the
mercantile marine.
Marine Electric Installations. — Messrs. WilUam C, Martin
and Co,, electricians, Glasgow, have secured the contract
for the new Cunard steamship Frauconia. now in course of
construction by Jlessrs. Swan, Hunter & Wigham Richard-
son, Ltd., Wailsend-on-Tyne, as well as for the sister ship
Laconia. also building in the same yard. The installation
in each case comprises about 3,000 electric lights, in addition
to electric bells, fans, radiators, motors, telephones, clocks,
searchlight and other appliances. Current w-ill be supplied
bv three compound engines and dynamos, each of 130 k,w.
capacitv. Other work now- being executed by Messrs.
October, igio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
lOI
Martin & Co. includes electrical installations for the steam-
ship Cameronia of the Anchor Line, the two steamships,
Inventor and Explorer, for the Harrison Line, several of the
new steamers recently ordered for the British India
Steam Navigation Co., a large passenger Uner for Italian
owners, and other vessels. Thi; total capacity of the genera-
ting plant involved amounts to over 2,000 h.p.
Lifeboat Building. — Messrs. J. M. Lambie & Son, boat-
builders, Greenock, have on hand an order for twenty-seven
large lifeboats for three large steamers in course of construc-
tion at Belfast. The same firm have also on hand a number
of Ufeboats for steamers building in the North of England
shipyards. Messrs, Robert Rodger & Co,, boatbuilders,
Greenock, have at present under construction in their yard
at James Watt Dock many large teak Ufeboats for a new
British India Steamship Co. steamer, fifteen lifeboats for a
steamer for the Booth Steamship Co., twenty-four for the
Holt Line, fifteen lifeboats and four collapsible boats for
the Union Castle Line, and thirty lifeboats for Birkenhead
shipbuilders.
East of Scotland Yards. — Messrs, Hall, Russell & Co.,
.\berdeen, launched on September 6th the steamer Intaba,
the largest steamer ever built at Aberdeen, and the first built
there on the Isherwood system, and also the first built on
this system to have a Board of Trade passenger certificate.
The Caledon Shipbuilding & Engineering Co., Ltd,,
Dundee, have now delivered to the London and Edinburgh
Shipping Co., Leitli, the new steamer Royal Scot. On August
31st, although the weather was by no means ideal, speed
trials were undergone, and the result was decidedly gratify-
ing, the mean speed attained over the measured mile being
about 19 knots.
The Caledon Co. have contracted to build a steamer of
2,000 tons for the Dundee. Perth and London Shipping Co.
Messrs. Ramage & Ferguson, Leith, have received an order
from the Union Steamship Co.. of New Zealand, for the con-
struction of a cargo steamer with a deadweight carrying
capacity of about 2,750 tons, for delivery in about six months.
Mr. John IngUs, LL.D., of Pointhouse Shipyard, is about
to present to the Institution of Engineers and Shipbuilders
in Scotland a new portrait of William John Macquorn Rankine,
first president of the Institution and a former Professor of
Civil Engineering and Mechanics m Glasgow University. The
portrait has been painted by Mr. Robert Crawford, Glasgow.
TYNESIDE AND WEARSIDE.
(From our Own Correspondent.)
Tyneside.
General. — So far as actual trade conditions are concerned,
shipbuilding activity on the Tyne can be cousidered, at
present, to be in a state of coma. The lock-out of the boiler-
makers has thrown shipbuilding operations into a dislocated
state, and although it is being attempted to carry on work
as far as possible with apprentices, it is to be sincerely hoped
that the Home Office adjustment, which is now being fore-
shadowed, may be of some useful eficct. The general position
just before the lock-out was ably summarised by the " North
Mail," which reported seven berths filled at the Walker
yards, six at Wallsend, five at Howden. three at South Shields,
two at Wilhngtoii Quay, and two at Bill Quay, The new
mercantile tonnage under construction on the river was
reported as about 180.000 tons, and the outlook was given
as not encouraging, owing to the fact that most of the tramps
now running are either just clearing expenses or making a
loss. The situation in the future will, of course, be intensified
by the present troubles.
River Tyne Commission. — The River Tyne Commissioners
have had before them the consideration of the terms and
conditions upon which they would agree to the transfer of
the tenancy of Messrs. R. & W. Hawthorn, Leslie & Co., Ltd.,
of an oil fuel storage establishment at The Lawe, South Shields,
to the Admiralty. The latter wish the faciUties of the berths
to be improved so as to accommodate vessels 460 feet long
and be able to supply vessels lying at other parts of the
riverg^with oil by means of barges or tank steamers. They
also require a long-term lease of the property.
Messrs. W. G. Armstrong, Whitworth & Co., Ltd. —
Perhaps the most cheering news of the month is the announce-
ment that Messrs. .-Xrmstrong, Whitworth have leased fifty -five
acres of land at Walker from the City of Newcastle, and a
further block from the Newcastle and Gateshead Gas Com-
pany, making a total area of about seventy acres, with a
river frontage of about half-a-mile. This land is adjacent
to their present equipment works at Walker, and when it
is cleared (the cost of which is estimated at ^200,000) the
new yards will be utilized to build the large warships whose
passage down the Tyne has long been a matter of difficulty.
A further estimated sum of £300,000 will be spent in making
good the river frontage, and when complete the new yards
will probably be the most extensive in Europe. This firm
is now engaged in completing the battleship Weymouth for
the .\dmiralty, while the work for the Brazilian battleship
Kio de Janeiro is being pushed forward. Among orders
recently booked may be mentioned a Clan liner, while the
final touches have been given to H.M.S. Cruiser Newcastle.
The Lord Mayor has made a presentation on behalf of the
Corporation of a fine service of plate to this vessel, which
has been built in eighteen months.
Messrs. R. & W. Hawthorn, Leslie & Co., Ltd.— This
firm has just launched the destroyer Nereide (the twenty-fifth
built by the firm for the Admiralty), and is now finishing
the Nemesis and Nymphe. It has received Admiralty orders
to build other two, to be named the Jackal and the Tigress.
The firm is spending about ^£50,000 in new erecting shops
and boiler yard at St, Peters, together with the machinery
rendered necessary by the increased size of engines for
the .Admiralty. In mercantile marine work two vessels for
the Booth Steamship Company, of Liverpool, are being built,
and also a 7,400 ton merchant vessel. Turbine machinery for
H.M.S. Destroyer Active is now being built.
Messrs. Swan, Hunter & Wigham Richardson, Ltd. —
The ocean-going destroyer Hope, for the British Admiralty,
has this month been launched, while the firm has a further
.\dmiralty order for destroyers just placed. The firm is
also applying to tender for the construction of the new
Canadian fleet, and work is now finishing on the passenger
steamer Bandon for the City of Cork Steam Packet Co,, Ltd.
The Fishing Industry. — Two developments may be noted
regarding the fishing industry. A company has been formed
at Blyth to carry on an e-xtensive trawling and ice-makmg
industry, under the chairmanship of Lord Ridley. Negotia-
tions are in progress between the Tynemouth Corporation,
the Duke of Northumberland, and the War Office regarding
land at North Shields, and a scheme of development of the
fishing mdustry is in course of preparation.
Repair Work. — Among recent contracts for repair work
may be noticed extensive work upon the Fairmcad by the
Mercantile Dry Docks Co., Ltd., of Jarrow ; the repair by
Messrs. Smith's Docks Co. of the s.s. Rondo, which colUded
with the pier head at Tyne Dock ; and the work by Messrs.
John Readhead & Sons, Ltd., of South Shields, on the Kirrie-
moor, which was badly damaged by fire at Sulina.
Wearside.
The prevailing tone is one of depression, Sunderland
streets presenting the appearance to which one has become
too accustomed, of a promenade of out-of-works. This is
the visible sign of the lock-out, which is severely felt in this
port.
River Wear Commissioners. — It is contemplated that
dredging operations will shortly become necessary in the
vicinity of Wreath Quay, and in the meantime Messrs.
Macoll & Pollock, of the Wreath Quay Engine Works, are
deepening the river near their works.
Messrs. James Laing & Sons, Ltd. — The Deptford firm
has this month received an order from a London firm for
an emigrant boat of 6,000 tons, steaming at 14 or 15 knots
per hour. During the month one of the vessels launched
from this yard refused to leave the ways, but was ultimately
launched without damage.
Sunderland as a Minor Admiralty Station. — There is a
project on fooi to make Sunderland one of the sub-stations
on the East Coast for .\dmiralty repair and coaling purposes.
The Sunderland Chamber of Commerce appointed Mr. J>.
Knott, M.P., to approach Mr. McKenna for this purpose,
inasmuch as Sunderland is about midway between Rosyth
and the Medway, and possessed dry docks, repairing yards
102
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
and shops, coal and oil bunkering facilities, etc. This would
make it suitable for destroyers, torpedo-boats and sub-
marines.
Messrs. Osbourne, Graham & Co. — It is reported in the
local press that this firm has obtained orders for two new
boats, one being for the South African coasting trade, while
the other is chiefly interesting, as it will be built on a new
system of ship construction to the methods of Messrs. A. L.
Ayre and Maxwell Ballard, of Newcastle.
Engine-Building on Wearside. — Engine building on Wear-
side has of late been fairly brisk, and among recent work
may be mentioned triple-expansion engines and large steel
boilers built by Messrs. Richardsons, Westgarth & Co., for
the An'osto : engines and multitubular boilers for the Fulgent
built by Messrs. Geo. Clark, Ltd. ; triple-expansion engines
for the Isherwood steamer Iiigleside, made by Messrs. John
Dickinson & Sons, Ltd. ; engines built by the North Eastern
Marine Engineering Co. for the Thisbe and Grip fast, etc.
THE TEES AND HARTLEPOOLS.
{From our Own Correspondent.)
Whitby.
Messrs. C. Smailes & Sons have just had launched at
Messrs. Do-xford's. Sunderland, a cargo boat of about 6,400
tons deadweight and i,50(_> LH.P.
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard,
are very slack on account of the strike. The sister ship to
the s.s. Berwindnioor should have been launched last week,
and it is reported will not be launched foi two or three weeks
yet. They are reported to be likely to secure the order
for a boat for Liverpool owners that is in the market.
Messrs. W. Harkess & Son have booked an order from
Messrs. C. H. Rugg & Co. to build a cargo steamer of
about 2,500 tons deadweight for Messrs. EUerman, of Liver-
pool, and I understand another order for the same shipowners
of about 4,000 tons deadweight is in the market, and likely
to be secured by Messrs. W. Harkess & Son.
Messrs. Smith's Dry Dock Co. continue to be busy, both
in the building and dry dock department, but no new orders
arc reported as yet, though some arc in the market.
Messrs. Richardsons, Westgarth & Co., Ltd., are reported
to have secured an order for machinery for a cargo boat
building locally, but there is a slight falling off in inquiries.
The s.s. Bull, recently owned by Messrs. I. Watson & Co.,
is reported as sold to W. P. Donaldson, E.sq.
Darlington.
Messrs. R. Stephenson & Co. have secured the contract
for twelve months to supply locomotives of various types
to the Ottoman Covtrnnu-nt.
The Cleveland Bridge & Engineering Co.. Ltd.. have
amalgamated with the Metro])olitan .\malgamatetl Railway
and Wagon Co., of Birmingham, to construct works at
Montreal, Canada, under the name of the British Empire
Bridge Co. , and have appointed Mr. C. F. Dixon as Manager.
Stockton and Thornaby.
Messrs. Craig, Taylor & Co. are busy with work on hand,
but uothiii:-; new is rejiorted during the month.
Messrs. R. Ropner & Son are now fairly busy, but prices
are low and enquiries show a decided falling off since the
strike commenced,
Messrs. Blair & Co. are reported to have secured the order
to supply the machinery for a cargo steamer to be built
locally and are fairly busy with work on hand.
Messrs. Richardson, Duck & Co. expect to book an order
in the market, and no doubt the strike has materially in-
fluenced the placing of orders. It is announced that an
Italian firm are asking for tenders for a cargo steamer.
West Hartlepool.
Messrs. W. Gray & Co. report nothing new during the
mouth, the old yard being slack, but still have a good amount
of work on hand, both new and repair.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Yard, are fairly busy. They have just launched a small
cargo steamer for Dutch owners and ha'Vfe had the s.s. Ribston
in dry dock for extensive repairs.
The Central Marine Engine Works keep busy engining
the boats built by Messrs. W. Gray & Co., but they also
are slackening off, due to the strike.
Hartlepool.
Messrs. Richardsons, Westgarth & Co. keep fairly busy
with work on hand, and their speciality department has
recently put an accumulator for land engines on the market,
for which they have several orders, also condensing plants,
etc.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Middleton
Yard, have made a start on the large Clan liner, the sister-
ships of which are being built on the Clyde. They are fairly
busy, but enquiries have fallen off very much lately.
The s.s. Ingram, built by the late firm of Messrs. E. Withy
and Co., is reported as sold to foreigners, also the s.s. Phillip,
belonging to Messrs. Allison & Co.
Messrs. Furness, Withy & Co. have sold the s.s. Persiana
to Greek owners.
THE HUMBER AND DISTRICT.
{From our Own Correspondent.)
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.,
are just finishing the s.s. Bury for the Great Central Railway
Co. to run between Grimsby and the Continent, and have
received another order for a sister ship to the Dewsbury,
.iccrington, Blackburn and s.s. Bury. The firm has been
fairly busy with repair work, but several of their departments
are close upon a standstill, owing to the general lock-out of
shipyard employees.
Messrs. Cooper & Co., engineers and boilcrmakers, have
been f.iirly busy at the Neptune Engine Works with ship
repairs, etc.. and the moulding department keeps fairly busy
with Engiish and foreign orders for propellers. The branch
shop situated at Alexandra Dock has had several steamers
in during the month for overhauling and machinery and deck
repairs.
The North-East Coast Engineering Works have done a
large amount of deck and engine-room repairs to the follow-
ing steamers : — Skerne, Rhodesian, Carton, Loyal Briton,
Tees. Etton and Ben Neais.
Messrs. Amos & Smith, engineers and boilcrmakers, have
been successful in securing further orders for boilers and
machinery for Grimsby owners, and the firm still continues
working night shifts, but should the lock-out continue the
overtime will have to cease. The Albert Engine Works
are very busy with outdoor work on the ships, and the branch
at Alexandra Dock is fairly busy with dry dock propeller
work, etc., and has always a fair amount of work to do
among tlie steamers in .Alexandra and \'ictoria Docks.
Messrs. Stewart & Craig, engineers and boilcrmakers, have
had a good month with repairs as follows : — s.s. Eschelbrook,
new funnel, deck and engine-room repairs ; s.s.'s Dalton,
Ellaston, Elision, Grendon Hall, Rochlight, Beta, etc., general
repairs. They have also carried out extensive repairs to the
sailing ships Emma Laurans and IVindsor Park, and contracted
for heavy repairs and dry-docking for several ships due
shortly.
Goole Shipbuilding & Repairing Co., Ltd., have three new
steamers on stocks building. Unfortunately through the
general lock-out both new and repair work is practically
at a standstill.
Messrs. Cochrane & Sons, shipbuilders, Selby. — This firm
has been successful in booking several orders for new trawlers
for CTrin"isb\' owners.
Messrs. Woodall & Co., engineers and boilcrmakers, have
been fairly busy during the past month on the following
steamers : — S.s. Sigurd, new rudder pins and overhauling of
steam-steering gear ; s.s.'s Olaf, Gran, Edda, Munice, general
engine-room and deck repairs. They have also completed
orders for the London County Council for their patent
Handibloc and heavy purchasing gear. The outside staff
has been fully employed at the Corporation's tramway
department on boilers and machinery.
October. 1910. THE MARINE ENG][NEER_AND NAVAL ARCHITECT.
103!
Hull Central Dry Dock & Engineering Company has been
well employed la their own dry dock, ami had to engage
the Alexandra and Albert Dry Docks. The s.s. Lisettc. now
in the Company's dock, is having extensive repairs to her
bottom. The s.s.'s Heliopolis and Hotheiifch are docked in
the public docks, the former having a number of plates re-
moved. The s.s. Don is having temporary repairs done.
The chairman and directors of this Company have done a
wise thing in promoting Mr. R. A. Thomson to be secretary
of the Company, he has been with them eighteen years and
is a man who commands respect. He is well known among
shipowners and superintendent engineers.
Messrs. C. D. Holmes & Co., Ltd., engineers and boiler-
makers, have had a very busy month in general repairs, etc.,
and have been successful in booking a few orders for Grimsby
and Hull ow^iers. Orders for half a dozen of their compound
winches have come in and their branch shop at the Alexandra
Dock has been kept fairly busy with deck and engine-room
repairs on several large steamers, besides dry -docking.
Coal Shipment at Hull. — An instance of the expeditious
manner in which coal shipments are now dealt with in the
North-Eastern Docks, Hull, is afforded by the loading of the
s.s. Sir Francis, owned by the well-known firm of Messrs.
\Vm. Cory & Sons, Ltd. This vessel was berthed at the No. 4
hoist in Albert Dock at six a.m. on the 3rd Sept. ; after loading
2889 tons of cargo and bunkers she was ready for sea again
at 5.55 p.m., the actual loading time being nine hours
fifteen minutes, or a rate of 312 tons per hour. This is a
striking performance for a vessel of this size.
Hull Branch Marine Engineers' Association. — On the
13th of September a party of over sixty marine engineers of
different steamers m the Hull Docks met at the Tramway
Power Station, Osborne Street. .\fter inspecting the boiler
rooms and all appliances therein, the party proceeded to the
engine and dynamo-room, which contains five 500 horse-
power generating sets and one 1500 horse-power generator
recently erected and capable of supplying current for ninety
to 100 cars. The main and distributing switchboards, con-
densers and motor-driven pumps were also inspected. Pro-
ceeding by private car to the Liverpool Street car works the
members went over the various departments, viz.. car body
building, car painting, tyre shops, motors, controllers, arma-
ture shop, etc., and witnessed work in progress. Mounting
a special car the members went on to Sculcoates Lane Electric
Power Station, where they were divided into groups of
fifteen each, some going to the boiler-room containing twenty
Lancashire boilers, fitted with automatic coal conveying,
elevating and stoking arrangements, and using about 16,500
tons of coal per annum. In the machinery and dynamo-
room were noted engines, compound and triple, developing
10.000 horse-power, the total normal capacity of generating
plant being 6500 kilowatts. High-tension .switchboards — by
Ferranti, of the backless type — of slate and metal only, with
no combustion material. Total length of cables, feeders
and distributors, 180 miles. The motors connected are used
for driving machinery for a great variety of purposes, from
the mammoth crane at Earle's shipyard down to the smallest
sewing machine. It may be stated here tliat it is quite the
exception to find any manufacturer or power user who does
not use the public electricity supply for one purpose or
another. The system of supply is wdiat is known as the
high-tension continuous current system, and is reduced
down to 220 volts. The total number of consumers
attached to the Corporation mains is 3368, of whom 618 are
power u.sers — aggregating 7108 horse-power, and the balance
lighting consumers with an equivalent lamp connection of
221,901 8-c.p. lamps. The area of supply is approximately
twelve square miles. The plant was stated to have cost
,£365,000. The visitors included Mr. Summerscales (ex-
president). Mr. Grace (vice-president), Mr. Milne (junior vice-
president), Mr. J. Shepherd, secretary, and Mr. Seymour, late
secretary of the Hull branch.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{From our Own Correspondent.)
Messrs. J. Samuel White & Co., East Cowes. I. of W.,
have handed over to the Admiralty on completion of satis-
factory acceptance trials the ocean-going torpedo boat
destroyer Basilisk. This vessel has been completed and
handed over fourteen days within contract time. The
Basilisk is a sister ship to the Harpy of the 1908-9 programme.
Satisfactory progress is being made with H.M. destroyers
Redpole, Rifleman and Ruby, these vessels being in the
1909-10 programme. The two destroyers recently placed
with this firm have been named Ferret and Forester re-
spectively.
Messrs. Simpson, Strickland & Co., Ltd., Dartmouth,
are well employed in all departments. They have recently
despatched three sailing cutters for the Brazilian cruiser
Barroso and a steam cutter for the same vessel was com-
pleting at the end of last month. A 50-ft. steam pinnace
for the British Admiralty is under construction, and a 43-ft.
teak boat for the India Office was launched about the end
of September. A 26-ft. boat for the Belgian Government
is awaiting delivery and a fast 45-ft. composite launch is
nearing completion. She is fitted with four-crank quadruple
machinery and an oil fired boiler. Several orders have
recently been placed with this firm, including steam boats for
the British Admiralty, a 51 -ft. steel launch for abroad, a
30-ft. launch for the s.y. Sagitta, a 22-ft. launch for the s.y.
Mavis, and a 32-ft. galvanized steel launch for abroad and
four boats for a yacht recently ordered. In addition to the
machinery for the above boats, which is being manufactured
by the firm, there is a good deal of new and repair work in
hand, .^n order was placed last month for a large water-tube
boiler for service abroad.
Messrs. The Parsons Motor Co., Ltd., Town Quay, South-
ampton, are exceedingly busy, and although this is usually
regarded as the off season, the works are running overtime,
and this is likely to continue. The firm have in hand 120-h.p.
sets for China, combining compressed air starting, and
operating on paraffin. A start has been made on a still
larger engine of 180 h.p. The reverse gear for these large
engines is of the firm's positive type, and there is no clutch
or brake band to require adjustment. A six-cylinder
42-h.p. engine has been running successfully on the Canadian
lakes, regularly making trips of 170 miles, for some time past.
Messrs. Camper & Nicholsons have just placed an order for
T4-h.p. and 7-h.p. sets, and a45-h,p. auxiliary motor (to their
order) has recently been dehvered. Work is proceeding on a
45-h.p. 3-cylinder auxiliary set for the Canary Islands and
orders are expected for several similar sets.
New Works in Progress at Southampton. — The Tilbury
Dredging & Contracting Co. have commenced operations
at Thorn Knoll, and the work of removing the spoil will be
carried out with all speed in order that a minimum depth of
35 ft. of water may be secured from this point to the dock
entrance. The new wet dock, which Messrs. Topham, Jones
and Railton are constructing is nearing completion. When
completed it will be able to accommodate four of the largest
Uners building or contemplated. The s.s. Minnehaha is still
in the Trafalgar Dry Dock undergoing extensive repairs,
and refitting. She will be practically a new vessel when
she leaves the dry dock, as the refit is of a very extensive
nature. Immediately she leaves the dock the work of
widening and lengthening the dock will be commenced.
Messrs. Topham, Jones & Railton have .secured this con-
tract, and the work will be put in hand without delay. When
completed the dock will be one of the largest and finest in
the world, easily able to accommodate the new White Star
liners or any vessel likely to be constructed for some con-
siderable time. From the above it will be seen that on the
completion of the various works the port of Southampton
will be able to offer facihties almost unequalled by any other
port, which should be a guarantee for its continued prosperity.
Messrs. J. I. Thornycroft & Co., Ltd., Woolston Works,
Southampton, — H.M.S. Lame was launched in August, and
is now fitting out in preparation for her trials. The work on
H.M.S. Lvra, Martin and Minstrel is making rapid progress,
and the Lyra will be launched early this month. H.M. ships
.-Icheron and .4riel. — The keel blocks for the former ship were
laid last month, and frame-bending work is proceeding.
Firefloat Gamma. — This vessel was launched on the 20th
of last month and is now fitting out. 8o-ft. Stern-wheel Saw-
mill Steamer. — This vessel completed satisfactory trials, and
was shipped to South America about the beginning of Sep-
tember. She is intended for service on the Amazon. Paddle
steamer Arabia. — The shell plating is well advanced, and the
bulkheads erected. Motor tank barge Rocklight 0/ London. —
104
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
Work is proceeding on the shell and deck plating of this
barge. Launches. — Good progress is being; made on the
three 63-ft. motor boats, and the first vessel is now plated,
also work on the 60-tt. twin steam launch is well forward.
The repairs department has been occupied with work for
the transports Rewa, Rohilla, Doneola and Plassy, and the
s.y. Liberty, also with work in connection with sundry steam
pinnaces and launches. The shops have been fully employed
with the machinery for the vessels under construction and
genera! work.
The London & South-Western Railway Co.'s new turbine
cross-Channel steamer Ccesarea arrived at Southampton from
the yard of Messrs. Cammell, Laird ft Co. about the middle of
last month, and proceeded into dry dock. She took up her
station in the Company's service to the Channel Islands
about the end of the month. The vessel is thoroughly up-to-
date and marks a distinct advance in the Company's Channel
service. During her trials she realized a speed of 201 knots,
and this speed was fully maintained during the ensuing six
hours' full power run. There is accommodation for q8o
passengers. The decorations and upholstery have been
executed h<f the well-known firm of Messrs. Geo. TroUope
and Co. A sister vessel, the Satnia, is due to leave the
builders' yard early this month, and will follow the Ciesarea
on the same service. These vessels will be quite equal to
any steamer engaged on the cross-Channel service and should
become very popular with passengers to the Islands.
THAMES.
{From our Own Correspondent.)
The Thames Ironworks Co. — This firm took the oppor-
tunity of the presence in London of the Canadian Rifles to
entertain the corps and show the members over their yard
at Canning Town with the battleship Thunderer in progress
of construction. It was a happy idea to show the citizens
of a colony just starting a Navy an example of the largest
type of ship that is built, and it was one that in conjunction
with a visit to the Royal Observatory and the Naval College,
Greenwich, was much appreciated. This Company will
be shortly delivering the new 27-knot ocean-going destroyer
Nantilus. the vessel having been laid down on April 14th last
year. The Company has experienced some difficulty with
their men over the night shift work necessary to complete
the Thunderer in the contract time. The rate is a higher
one than for day work and the question we understand, was
as to the paying for meal hours. The matter has been
settled ; it is satisfactory to know this, because any difficulties
raised will by past experience surely be to the detriment of
all concerned, and the present may be looked on as a test
period for sliipbuilding work on the river, particularly per-
haps as to the rate of construction and keeping time, which
has always been the point raised.
The Year's Shipping. — If London does not lead at ship-
building she does at trading, so the returns just issued show
for 1909. The tonnage entering the port was 11,605,698, or
about half as much again as at Liverpool and more than
twice that registered at Cardiff or Tyne ports. London's
increase was about half a million over each of the preceding
years.
Shipping Companies. — The new East African service by
the Union Castle Line is still prominent, the Guelph. which
inaugurates it, having only just finally left this country,
where from Southampton she had a good send off. The route
we have already indicated will be substantially adhered to
and all reports speak favourably as to the prospects of the new
departure. The circular trip round the Cape thus afforded
is also given by the P. & O. Co. through the acquisition
of the Lund Line, which enables a passenger to go out by the
Suez Canal to Australia and return by the Cape or viee versa.
\ change in this direction foreshadowed on ist January next
is the opportunity of proceeding to China and Japan by
the Siberian route and returning by the Canal or reversing
the direction of the journey. Another concession on the
Australian route is interchange of faciUties with Messrs. Geo.
Thompson & Co.'s Aberdeen White Star steamers. An
addition has just been made to the fleet of the Aberdeen
direct line of steamers to Natal and East Africa, of which
Messrs. John T. Kennie, Son & Co. are the managers, by the
launch of the Iniaba from Hall, Russell & Co.'s yard at
Aberdeen. This vessel is of 6,000 tons and built on the
Isherwood system. This and recent vessels of the, line are
replete with every convenience, the new boat being listed
to sail in November on her maiden voyage.
The City Bridges. — In a return recently issued the upkeep
of the Tower Bridge, as might be expected, is considerably
more than all the others put together, amounting as it does
to iiS.S^S- Included in this account is a sum of ^£1,450 for
the hire of a tug to assist vessels in navigating the bridge.
The item of lighting alone comes to ,£1,134 ior the Tower
Bridge. Compared with the above figures the total amounts
standing against London, Blackfriars' and Southwark bridges
respectively are ;£i,494, (£^1,207 and ,£989 only.
New Meteorological Office. — This office is to be removed
as from October 1st to new quarters in the Imperial Institute
Road, South Kensington, the present address in Victoria
Street being then no longer required. A new head of this
department is to be installed with the larger staff the new
premises will accommodate, and for the first time the
public will be permitted to use the library of the office, which
should be a boon to those interested.
Cadet Training Ships. — The Port Jackson which, with the
Medway, has been acquired by a private company called
Devitt & Moore, Ocean Training Ships, Ltd., and managed
by that firm has recently left the Thames for Sydney with
forty cadets on board. The vessel, a four-masted barque,
will sail round the Cape direct to Sydney, and after discharging
cargo will load again and return home 'via Cape Horn, the
round voyage occupying about nine months. A naval
instructor is carried besides the captain of the vessel.
MERSEY AND MANCHESTER SHIP
CANAL.
{From our Oian Correspondent.)
LIVERPOOL, like all other shipbuilding centres, has
recently been feeling the effect of the deplorable
lock-out. Notwithstanding this, however, both new
and repair work continues to be fairly brisk.
Messrs. Cammell, Laird & Co., Ltd. — The extensive works
of this firm continue to be well occupied, and a large list of
completed boats for all classes of work have recently left
for service. The first of the sister-steamers for the Wallasey
Ferry Co. has now been on the service for some weeks, and
is proving herself to be a valuable addition to the river fleet.
Due to the new Board of Trade regulations regarding the
naming of vessels, the name has been changed from Bluebell
to the John Joyce. Mr. Joyce being the chairman of the
Ferry Company. Her sister-ship, the Snoivdrop, is now
completed, and is also on the service. The first of the Amazon
steamers, the Sertanejo, had a preliminary trial on Friday,
September i6th, when a speed of io4 knots was obtained.
She has since left for Para. The other two sister-ships are
well in frame. Two stern wheelers are being built in angles
and frames for transhipment for the Madera Marmore Rly.
Co., the vessels being of 180 ft. and 120 ft. respectively.
The barge Scrtao, for the Amazon, has been shipped on
steamer's deck, while the tug Heracles, which left for Havana
recently, under her own steam, has safely reached its des-
tination. The Casarea, triple-screw turbine steamer for
the L. & S.W.Rly., left for Southampton on September 17th
after a most successful trial, while her sister-ship, the Sarnia,
is practically completed. The two destroyers recently
ordered by the British Admiralty have been named the
Lapwing and Lizard. These craft will be an improved
Acorn class. The Renard and Wolverine left the builders'
hands at the beginning of September. The large floating
dock is making rapid progress, while work has been com-
menced upon the two submarine depot tenders, an order
for which was recently obtained. The Nelson liner Highland
Brae has all her machinery aboard, and is rapidly nearing
completion. The Midland Rly. Co.'s steamer Manxman has
been in graving dock for repairs and overhaul. The Liverpool
coasting steamer Pansy has also been in dock for repairs.
Messrs. H. & C. Grayson have been fairly busy in their
several yards. The two tug-boats for the Canadian Pacific
Rly. have now been launched, and are nearing completion.
The Latchford has been in for survey and repairs. The
October, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
105
Nelson liner Highland Laird has had extensive repairs,
due to the fire which broke out on board recently. The
Almcrian and Lycidas have had extensive repairs at the
Birkenhead yard, while the coasting steamer Dunleary has
been overhauled at the Garston yard. The steamer Talis-
man has been repaired at the West Float Graving Dock,
while several large tanks have been constructed for shipment
abroad.
Messrs. Glover, Clayton & Co. have been busy with a
variety of general repair and overhaul work at their Birken-
head yard. Several extensive repair contracts are expected
to be in hand shortly.
The International Vanadium Company. — M'orks have
recently l^een erected at Garston by this Company for the
manufacture of Chrome Vanadium Steel and Bronzes. The
addition of this alloy to steel has the effect of enhancing its
power of resisting the bad effects of alternate stresses. It is
claimed that the steel is made tougher by the removal of
oxides and nitrides in a fluid form to the slag. The addition
of Vanadium for this scavenging work need only be from
0-05 to O'O/ per cent. Other features claimed for this steel
are that the Vanadium will pass into the ferrite portion of
the metal, making it tougher, while the cost of manufacture
is the same or rather less than that of nickel steels, while
they possess greater life properties.
The David Wilson Noiseless Winch Co. — This winch, the
patent for whicli has only been in operation for a year or
two, is now being largely lifted to all classes of steamers.
Amongst recent contracts may be mentioned three steamers
belonging to the Great Central Rly. Co. ; also the whole ten
steamers building for the Nelson line, all of which are being
fitted with the winch, the chief feature being the double
compound chain, which secures even tension, better drive
and absence of vibration.
Wallasey Ferries. — The splendid fleet of steamers owned
by the Company, to which the John Joyce and Snowdrop
have recently been added, have been remarkably free from
accident of any kind. On the night of September 6th, the
passenger steamer John Heron collided with the luggage
steamer Seacombe. The port sponson of the former became
fast upon the Seacombe. The same Company's steamer
Iris came to the assistance of the colliding ferries and
succeeded in towing the John Heron free, and then landed
her passengers at Egrcmont.
The Mersey Docks and Harbour Board. — The Board's
dredger. U'nltey Glynn, which was wrecked with loss of two
lives near the Seaforth Battery some weeks ago while per-
forming preliminary work in connection with the dock
extension, is now being salved. The heavy buckets and
crane have been removed, and it is hoped to right her by
means of powerful shore winches.
The Blue Funnel Line. — Witli the advent of the inaugura-
tion ol this Company's service from Fishguard in November
ne.xt, following close upon the anniversary (on September
5th) of the Mauretania's first call at this port, its prominence
is assured. The Mneas. recently launched by Messrs.
Workman & Clark, is expected to run her maiden voyage
in October, while her sister-ships, the Ascanins and Anchises,
with over 10.000 tons register, will shortly be launched.
These boats will be run by Messrs. Alfred Holt between
Glasgow. Fishguard and .\ustralia.
BELFAST.
[Fvoni our Own Correspondent.)
Messrs. Harland & Wolff. — Before these notes are in print
this firm will have launched from the south end of the Queen's
Island a twin-screw steamer named Themistocles. which has
been built for Messrs. George Thompson's well-known Aber-
deen line. Messrs. Harland & Wolff have another vessel on
the stocks for the same owners. This steamer was ordered
to replace the Pericles, which struck a coral reef near Cape
Leeuwin in the spring of this year and foundered in deep
water, fortunately without loss of life. But, whereas the
latter vessel was twin-screw, the new one will be propelled
by three screws, the engines being what has come to be
commonly known as combination machinery, that is, the
wing propellers are driven by reciprocating engines, and the
centre 'propeller by a turbine, which takes its power from the
exhaust steam of the low-pressure cylinders of the reciproca-
ting engmes. .\niougst other concerns for whom the Queen's
Island have fresh tonnage under construction mav be men-
tioned the White Star Line, Hamburg-America 'Line and
Bibby Line. They have also recently received an order for
a new twin-screw steamer for the Belfast Steamship Company's
service between Belfast and Liverpool.
Messrs. Workman, Clark & Co. — Within a few days of
writing this firm will launch a large twin-screw steamer for
Messrs. J. P. Corry & Co., of London. They recently sent
from the stocks a fine new twin-screw liner named JEneas.
built to the order of the Ocean Steamship Co., Liverpool
(."V. Holt & Co.). The launch of this vessel was an important
event, marking as it did the advent of Messrs. Holt & Co.
into the Australian passenger trade. The dimensions of the
JEneas. the first of the vessels under construction for this
trade, are —Length, 509 ft. ; moulded breadth, 60 ft. ; and
moulded depth, 40 ft. It is not necessary \o give here a
description of the vessel, full particulars appearing elsewhere.
Messrs. Workman, Clark & Co. have three othej- vessels in
hand for the same owners, and had to decline the order for a
fourth, being booked up so far ahead as to prevent their
giving delivery in anything like the time required. They
have also just completed extensive bottom damage repairs
to the Agamemnon, owned by Messrs. A. Holt & Co.
Messrs. MacColl & Co., in addition to other work, have
recently carried out general overhaul of the Belfast steamer
Alice M- Craig, and bow damage repairs to the French
barque Diipleix.
MARINE BOILER EXPLOSIONS.
From the Board of Trade Reports.
REPORT No. 1906 deals with the explosion from the
main boiler of the s.s. Lockslev. The explosion
occurred on the loth December, 1909. No one was
injured by the explosion. The boiler is of the cyhndrical
vertical type, having an upright firebox, one cross tube, and
a central vertical uptake, and is made of steel. It is 6 feet
6 inches in mean internal diameter, and 13 feet 6 inches
high. The explosion was not of a violent nature. The side
of the firebox collapsed, and the plate through which one of
the stays passed was drawn over the end of the stay, and the
contents of the boiler escaped through the stayhole, which
was I -jj- inches in diameter. The explosion was cau.sed by
the firebox plates becoming overheated through allowing an
accumulation of salt, scale and dirt to collect upon them in
the narrow water-space between the firebox and the shell.
The plates were not wasted to any appreciable extent. The
observations of the Engineer Surveyor -in-Chief are as
follows : — The explosion in this case appears to have been
caused by the overheating of the furnace plates, consequent
on an accumulation of scale upon them, and the presence
of scale I inch thick is evidence of the fact that the manage-
ment of the boiler was not as it should have been.
Report No. 1908 deals with the e.xplosion from a boiler
on board the steam drifter Pursuit. The e.xplosion occurred
about 9.J0 a.m. on Wednesday, the loth November last.
No person was injured by the explosion. The boiler is
of the single-ended marine type, and is made of steel.
It is S feet in length over a 1 and 9 feet in diameter. A hole,
which is said to have been about J inch by ^j inch, was
formed in a patch which had been fitted over a stay in the
bottom of the combustion chamber. Through this hole the
contents of the boiler escaped into the stokehold, and the
vessel became disabled. The e.xplosion appears to have been
due to corrosion on the fire side of the patch, caused by leakage
from the stay which passed through the middle of it, in con-
sequence of which the plate became gradually reduced in
thickness until it could no longer withstand the ordinary
working pressure. The observations of the Engineer Sur-
veyor-in-Chief are as follows : — This report deals with an
explosion from the boiler of a steam drifter, due to the
wasting of a patch which had been fitted, as a repair, on the
bottom of tlie combustion chamber wrapper plate. The
fitting of this patch was necessitated by the corrosion of
the plate itself, due to leakage from a screwed stay in its
io6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
vicinity. Tliis former wasting should, it is tliougiit, have
called attention to the necessity for carefully examining the
bottom of the combustion chamber, as also of all other parts
of the boiler, and so have prevented the explosion dealt
with in the present instance.
Report No. 191 2 deals with the explosion from the main
steam pipe on board the steam trawler Dauntless. The
explosion occurred about 5.30 p.m. on the 13th October last.
No one was injured by the explosion. The steam pipe,
which was made of solid drawn copper, was 3} inches in
diameter internally, •i';3 to -164 inch in thickness, about
1 1 feet in length. The pipe fractured longitudinally, in
two places, near the flange by which it was connected to
the engine stop valve chest, for lengths of about 2f and i S
inches respectively, and through these fractures the steam
escaped violently. The failure of the pipe appears to have
been due to the effect of the repeated stresses set up by the
vibrations arising from the working of the machinery. The
observations of the Engineer Surveyor-in-Chief are as follows :
.\dequate provision for the movement of steam pipes under
ordinary working conditions is frequently lacking, and this
is another instance of the failure of a steam pipe from such
a defect, but fortunately the results were not serious.
Report No. 1916 deals with the explosion from a main
steam pipe junction piece on board the s.s. Waimate. The
explosion occurred about midnight on the 14th August last.
No person was injured by the explosion. The junction piece
was a brass casting, and connected the main steam pipes
on the three main boilers with the main steam pipe to the
propelUng engines. The average thickness of metal in it
was I inch. The propelling engines were stopped, and while
some repairs were being made to them, the main stop valves
on the boilers were closed. When the boiler stop valves
were again opened, steam was observed to be escaping from
a crack, about 7 inches long circumferentially, on the under
side of the junction piece and near to the flange by which
it was jointed to the centre boiler stop valve. The explosion
was due to the movement of the main steam pipe, caused
by the violent racing of the engines during heavy weather
between 9th and 14th .\ugust, 1909. The observations of
the Engineer Surveyor-in-Chief are as follows : — In this case
a crack," 7 inches long, developed in a junction piece connecting
the main steam pipes with the steam pipes from each of the
three main boilers. The crack was of a serious character,
but the vessel, fortunately, was able to make port, unaided,
four days afterwards, where repairs were effected.
REVIEWS.
steamships and their Story. By R. .\. Fletcher. 16/- nett.
London ; Sidgwick & Jackson.
This volume is identically of the same title as a similar
book reviewed last month. In the first portion of the
volume illustrations are given of some of the earliest attempts
by inventors to bring forward a mechanical means to take
the place of wind and labour. It was not until the end of
the eighteenth century that .\merican inventors, amongst
whom Robert Fulton is included, turned their attention to
the problem of navigation by steam, but the claim of Robert
Fulton to be the first inventor of a practical steamboat is
here discounted, others about the same time being credited
with having made steamboats which were tried but did not
make any material success as to their speed. This gives rise
to a complete chapter on American Pioneers, where the history
of the steamboat is carried on nearly up to the present date,
including such marvels as the Mary Powell and the Hendvick
Hudson, which made something like 27 miles an hour. The
finest passenger steamer placed on the lakes in the United
States was the City of Cleveland, which was 400 feet over all.
She has seven decks, the main deck, which is of steel, being
sheathed with wood, to deaden the noise of the handling of
cargo. The engines have three cylinders, with one high-
pressure cyUnder, 54 inches diameter, arranged between
two low-pressure cylinders of 82 inches diameter. This is
a marvellous creation for the passenger traffic on the lakes.
There is next a long chapter on the progress of steamship
building in Great Britain, where William Symington is given
the credit of being one of the first inventors here in 1786.
This is followed up with particulars and illustrations of the
Comet, built by Robert Robertson, and in 1822 the St. George
Steam Packet Company were credited with two large and
powerful steamers of about 600 tons. We then get on to
the final types of steamers in about i860, owned by the old
well-known firms of Messrs. H. Powell & Co., Messrs. Alexan-
der Laird & Co., and Messrs. Samuel Hough & Co. After a
chapter upon the opening of the trans-.\tlantic service, the
adaptation of steam au.xiliary service to sailing vessels is
well dealt with. We then come to the establishment of
iron for ship building, which gave the first impetus to the
better development of steam power to vessels, until now
the proportion of sailing vessels to steam vessels is only
about one to nine. Steam power as applied, not only to
our Navv, but to other Navies, is well considered, with a
capital set of illustrations, and the book closes with examples
of floating docks and miscellaneous steam vessels that have
been built for special purposes. The work contains 150
illustrations.
The Law and Practice relating to Patents and Designs. By
David Fulton. 15/- nett. 4th edition. London:
Jordan & Sons, Ltd.
This book, by the well-known author, David Fulton, Barris-
ter-at-Law, has already been through three editions, but
as the Patent and Designs Act of 1907 has consohdated the
legislation extending from 1S83 to 1907, it has become
necessary to issue a fourth edition, upon the 1907-8
.\cts, which have now become the particular Acts for
regulating all the procedure in the matter of Patents
and Designs. We note that in the chapter upon procedure
in obtaining Patents the author does not consider the
alternative now open to the patentee in filing inter-
mediate provisional specifications, which may embody
what has been found out in working up an invention upon
the original application during the six months allowed for
completing the application. It is well to know that applicants
are able to complete in one document or final specification,
not only the first provisional filed, but two, three or more
of such provisionals that may be filed as additions to the
first provisional. This largely increases the ground upon
which applicants may proceed up to a final specification,
which, though founded upon the first Provisional, may
include what has proved to be quite distinct matters during
the working out of the final application. The author's
remarks upon essential subject matter, invention, novelty
and utility, are well worth reading, covering as they do
five chapters. Also the following chapters upon the title,
the provisional and complete specifications, with the claims,
comprising four chapters, are well worthy of the attention
of those who are desirous of filing an application for them-
selves. The chapter upon the revocation of Patents deals
with the new .-Vet, which allows any person to apply for the
revocation of patents granted to foreigners who have not
placed the working of their patents to an adequate extent
in this country. There has grown up under this new Act
a considerable number of complete applications, which are
now applied for as additions to prior-dated patents, by
which means a single further fee, paid annually, is sufficient
to keep extant both the original patent and others after-
wards granted as additions to this first patent. It must be
remembered that these patents of addition are only allowed
to exist for the time for which the first patent, which forms
the ground-piece of the edifice, is allowed to run. The
whole book is well written, and is well worth its cost to those
interested in the matter.
Submarines of the World's Navies. By Charles W. Domville-
Filr. Ilhistrated. I^oudon : F'rancis Griffiths, 34,
Maiden Lane, Strand. 21/- nett.
In spite of many shortcomings, both in its plan and execu-
tion, this is a book of some interest, owing to its being about
a very interesting subject. In Part I., separate chapters
are devoted to the submarine flotillas of each of the different
Powers, which are described in some detail. The information
is given in the form of short notes instead of as a compre-
hensive account, and is abundantly illustrated. It is a
pity that the author has not realized the advantage of writing
his book up to a definite period of time. Thus the first
October, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
107
sentence about British submarine flotillas states that England
will possess more than sixty boats " when those named in
the naval programme for 190Q-10 are built." It would have
been better could the actual date and actual number have
been stated, more particularly as it seems that the com-
pletion of the 1909-10 submarines will increase the total
to seventy-five vessels, while already there are more than
sixty in commission without any of the 1909-10 programme
at all. In the statement, too, that the United States sub-
marines number " twelve vessels built and fifteen almost
completed," the same defect is apparent. The section,
however, contains a good deal of somewhat ancient informa-
tion about submarines, their design, performances, and
capabilities. There is no mention under Sweden of the
modern boat Hvalen, although a full description appears
of the Hajen, which was launched in 1904. Built in Italy,
the Hvalen, after a series of tests, made the voyage to Sweden,
a distance of over 4.000 miles, without convoy of any kind,
occupying two months on the journey. In Parts 11. and
III. have been compiled a series of articles, letters, and
notes upon different phases of submarine warfare by various
wTiters. Admiral Sir John Hopkins favours a small type
of submarine to be carried by specially constructed mother
ships and launched down an inclined plane in the stern of
such vessel "when required for oceanic use. Admiral Sir
Cyprian Bridge discusses the tactical value of submarines
as compared with torpedo boats, and concludes that while
the submarine in naval war would be of value in certain
circumstances, such circumstances will only be of rare
occurrence. Sir Arthur Trevor Dawson, of Messrs. Vickers,
is represented by an extract from a lecture he delivered in
1 90 1, and there are also contributions from M. Bertin, of
the French Navy, Captain Edgar Lees. R.N., and Mr. L. Y.
Spear, of the American Navy, all of whose views are of
interest. They would have been of greater value had they
been revised and brought up-to-date. The illustrations are
numerous, and varied, but while the book may be a
source of pleasure to the laj-man who desires to learn some-
thing about the submarine boats of the world, it cannot
have much attraction for the naval officer and professional
student.
CATALOGUES.
We have received from the following firms —
The Newall Engineering Co. — A catalogue of gauges,
micrometers, and measuring machines.
Dermatine Company, Ltd. — Price lists 17. 18, 19 and 20
of Dermatine belting; rings; hose and tubing; and Der-
matine valves.
Messrs. Jolin Spencer, Ltd. — Catalogue of their iron and
steel tubes and littmgs.
Conseit Iron Co., Ltd. — .-^ table of equivalent divisions of
an inch.
Messrs. W. F. Dixon & Co. — Circulars of their specialities
in both Buffalo-raw-hide and Waterproof-paper-gears.
S. N. Braysliaw. — Particulars of the Brayshaw patent
salt-bath furnace for hardening steel.
Verity's, Ltd. — The Aston electric radiators and Crystal
glass fittings.
BOOKS RECEIVED.
Reed's Guide to tlie Engineer's Extra First-Class Examina-
tion. Sunderland : Thomas Reed & Co., Ltd. Price, 18/-
nett.
Design of Marine Multitubular Boilers. By James D.
McKnight and .\. W. Brown. London : The Technical
Publishing Co., Ltd. Price, 3/6 nett.
LAUNCHES AND TRIAL TRIPS.
The Bowesfield Steel Co., Ltd., inform us that they have
been awarded a Gold Medal at the Japan-British Exhibition
for their exhibit of Steel Sheets — black and galvanized, plain
and corrugated — and accessories.
LAUNCHES-English.
Berwindmoor. — On August 6th, Messrs. Sir Rayltou
Dixon iV ( (1., Ltd., launched from their Cleveland Dockyard,
Middlesbrough, a fine steel screw steamer which is beheved
to be one of the largest merchant colhers yet built. The
vessel is being constructed for American owners and is of the
builders' latest improved patent cantilever framed type with
topside water ballast tanks, shelter-deck type with engines
aft. The principal dimensions of the steamer are 425 ft.
long by 54 ft. beam by 29 ft. moulded, and she will have a
deadweight carrying capacity of over 8500 tons on a light
draught of water. Triple-expansion engines having cylinders
28 in., 46 in. and jy in. by 48 in. stroke, supphed with steam
by three large single-ended boilers, fitted with Howden's
system of forced draught, which are estimated to drive the
vessel a speed of i ij knots loaded, will be fitted by Messrs.
Richardsons, Westgarth & Co., Ltd., of Hartlepool.
Signe. — On August 8th, there was launched from the yard
of the Sunderland Shipbuilding Co., Ltd., a steel screw
steamer, length between perpendiculars 290 ft., breadth
extreme 42 ft, and depth moulded 21 ft. 6 in., having poop,
bridge and topgallant forecastle, built to Lloyd's highest
class, under special survey, The vessel will carry 3550 tons
deadweight on a light draught of water, and is fitted with
water ballast in cellular bottom and peak. Seven steam
winches, steam-steering gear, large donkey boiler and direct
steam windla,ss are fitted. The engines are by the North-
Eastern Marine Engineering Co., Ltd., Sunderland, and have
cylinders 22 in., 36 in. and 59 in. by 39 in. stroke, steam
being supplied by two large boilers working at a pressure
of 180 lbs. per square inch. The vessel has been built to the
order of M. S. Pedersen, Esq., of Tonsberg, and during con-
struction has been inspected by Messrs. Bushell & Nicol,
of Newcastle.
City of Bombay. — On August 8th, there was launched from
the yard i.if .Messrs. Palmers' Shipbuilding & Iron Co., Ltd.,
Jarrow, the handsomely-modelled screw steamer City of
Bombay, which has been built to the order of the EUerman
Lines, Ltd., of London and Liverpool. The vessel is over
400 ft. long, and will receive the highest class in Lloyd's
Register. She has complete 'tween decks, with long bridge,
poop and forecastle ; and is fitted with longitudinal girders
under the beams and wide-spaced hold pillars, giving clear
holds for cargo. Water ballast is provided for in cellular
double bottom ; also in deep tank and in after peak. Accom-
modation is provided for captain, officers and a few spare
berths in steel houses on bridge deck amidships, the crew
being berthed in topgallant forecastle. The ve.ssel is lighted
by electric light throughout, and is fitted with a very complete
system of derrick and steam winches for rapid working of
cargo ; she has been designed to carry about 8400 tons dead-
weight. The vessel is to be fitted with triple-expansion
engines, also manufactured by the builders, which will give
her a speed of between 1 1 and 1 2 knots.
Deneside. — On August 8th, Messrs. J. T. Eltringham & Co.,
South Shields, launched from their yard a fine screw vessel,
the Deneside. which has been built to the order of Mr. Thomas
Rose, of Sunderland, and is intended for the general coasting
trade. She is 141 ft. over all, and has been constructed with
large cubic capacity, clear hold and large hatches. The
machinery will be supplied from South Shields, the engines
having ample power to drive the vessel through the water
at the rate of 9 knots per hour. She will carry 250 tons
deadweight.
Steel Screw Tug. — On August 8th, there was launched
from the shipyard of Mes.srs. Cochrane & Sons, shipbuilders,
Selby, a handsomely modelled steel screw tug, the principal
dimensions being 75 ft. by 21 ft. by 10 ft. 2 in. moulded.
The vessel has been built to the order of Mr. J. Constant,
of London, and will be fitted with powerful triple-expansion
engines by Messrs. Earles' Shipbuilding & Engineering Co.,
Ltd., of Hull, and is replete with all the latest improvements
for this class of vessel.
Forester. — On August Sth. there was launched from the
yard of Messrs. E. Finch & Co., Ltd., a screw steamer built
to the order of Messrs. W. Jones & Son, of Lydney, Glos.
io8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
Her dimensions are : — Length, 102 ft. ; breadth moulded,
22 ft. ; depth moulded. 9 ft. 6 in., to carry a deadweight
cargo of 200 tons. She is now being fitted with compound
engines of 250 horse power.
Ryburn. — On August 8th, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Ryburn
for Messrs. J. R. Murrell & Son, West Hartlepool. She will
take the highest class in Lloyd's and is of the following
dimensions : — Length overall, 342 ft. ; breadth, 46 ft., and
depth, 24 ft. 4 in., with long bridge, poop and topgallant
forecastle. The hull is built with deep frames, cellular
double bottom and large aft-peak tank for water ballast,
six steam winches, steam-steering gear amidships, hand-screw
gear aft, patent direct steam windless, large horizontal
multitubular donkey boiler, shifting boards throughout,
stockless anchors, telescopic masts with fore and aft rig, and
all requirements for a first-class cargo steamer. Triple-
expansion engines are being supplied by the Central Marine
Engine Works of the builders, having cylinders 24 in., 36 in.
and 64 in. dia. with a piston stroke of 42 in., and two large
steel boilers for a working pressure of 180 lbs. per square inch.
The trial trip was run on the 10 Sept. and a speed of 11
knots was maintained.
Fulgent. — On .\ugust 9th, Messrs. Short Brothers, Ltd.,
launched from their shipyard at Pallion, Sunderland, the
s.s. Fulgent, built to the order of James Westoll, Esq., of
Sunderland. She is built on the Isherwood system of longi-
tudinal framing to take Lloyd's highest class, with one deck
laid, poop, bridge and forecastle. Her leading dimensions
are : — Length, 291 ft. ; beam, 40 ft. 6 in., and depth moulded,
20 ft. 9 in. The vessel is the first collier to be built on the
Isherwood system and has been designed with extra large
self-trimming hatches and clear holds, to facilitate prompt
loading. For quick discharging sixteen derricks are fitted,
with tables on masts and outriggers above. Cellular double
bottom for water ballast is provided throughout and the fore
and after-peaks are also to be used for water ballast. Steam
windlass, steam-steering gear fitted in engine-room, controlled
from the flying bridge and connected by rods and chains to
quadrant on rudder, six steam winches are supplied, taking
steam from patent vertical donkey boiler working at 90 lbs.
pressure. Hand-steering gear is fitted aft. The propelling
machinery is under construction by Messrs. George Clark,
Ltd., of Sunderland, and consists of engine with cylinders
20J in., 33 in., 54 in. diameter and a stroke of 36 in., driven
by two powerful multitubular boilers of 180 lbs. pressure.
Moorlands. — On .\ugust oth, this vessel was launched from
the yard of Messrs. Wm. Doxford & Sons, Ltd., Sunderland,
having been built for Messrs. Charles Smales & Son, Whitby,
and was christened by Miss Mabel Smales. The vessel
carries 6400 tons on 2i|- ft. draught, and is fitted with tri-
compound engmes and high-pressure boilers, also built by
Messrs. Doxford. The Moorlands is built to Lloyd's 100 Ai,
and is on the single-deck principle with long bridge. The
trial tri]i was run on the 2nd Sept.
Wedgwood. — On August 22nd, Messrs. Robert Thompson
and Sons, Ltd., launched from their Southwich Yard the finely
modelled self-trimming collier Wedgwood, built to the order
of Messrs. Wm. France, Fenwick & Co., Ltd., of London and
Sunderland. The vessel is of the raised quarter and well-deck
type and will take the highest class at Lloyd's. Her prin-
cipal dimensions are : — Length overall, 274 ft. 3 in. ; breadth,
38 ft. ; depth moulded, i8 ft. 2 in., and she will carry about
2310 tons deadweight on a light draught of water, and is
fitted with bulb-angle framing, the holds being left clear of
all obstructions. There are four very large hatchways
arranged to make her perfectly up-to-date as a self-trimmer
and to facilitate rapid loading. Four powerful steam winches
with latest improvements are supplied, with steam from a
large vertical donkey boiler, and in addition to the usual
derricks four gaffs are fitted, the masts being amply streng-
thened for this purpose. To enable her to make quick return
voyages ample water ballast is provided throughout the
cellular double bottom and in fore and after peaks, the
former being divided longitudinally and athwartships for
trimming purposes, and fitted with large tank suction pipes
and extra large ballast donkey for quickly pumping out
water ballast. The inside of holds, bunkers and engine and
boiler-room tanks are coated with enamel. The mooring
arrangements have also received special attention, steel
wire compressors being fitted on the poop and forecastle
decks, as well as the usual large fairleads and bitts. At the
forward end of the main bridge a steel house is arranged for
the captain, with lower flying bridge on top, also teak chart
house, the latter carrying upper flying bridge. The engines
of the triple-e.xpansion type are by Messrs. The North-
Eastern Marine Engineering Co., Ltd., Sunderland, having
cyUnders 21 J- in., 36 in. and 59 in., with a stroke of 39 in.,
steam being supplied by two extra large boilers working at
180 lbs. pressure. During construction the vessel and
machinery have been under the personal supervision of Messrs.
Thompson & Eyres, of Sunderland.
Artemis.— On August 23rd, Messrs. Ropner & Sons, Ltd.,
of Stockton-on-Tees, launched from their yard a steel screw
steamer of the following dimensions, viz. : — Length (about),
424 ft. ; breadth, 54 ft. ; depth (to shelter deck), 36 ft. 3 in.
■The vessel is built to the highest class in the British Corpora-
tion Registry to carry about 9500 tons, she is for foreign
account and is fitted with both shelter and upper decks, with
five holds and large hatchways, thus facilitating rapid
loading and discharging. The vessel is built on the deep
frame principle, the frames being of Channel steel, and the
holds are clear of all obstructions to the stowage of cargo,
there being no hold beams or stringers. She has capacity
for about 2100 tons of water ballast in her cellular bottom
and peak tanks. Her measurement capacity is exceptionally
large, and she is fitted with eleven powerful steam winches,
working in conjunction with eleven derricks, with wire
runners and purchase spans. Steam is supplied to the deck
machinery from either of three main boilers of the horizontal
multitubular type. The outfit includes stockless anchors,
quick-warping steam windlass, steam-steering gear amidships
and powerful screw gear aft. The engines are of the triple-
expansion type by Messrs. Blair & Co., Ltd., of Stockton-on-
Tees, of about 2000 i.h.p., on a very full specification, with
three boilers 1 5 ft. by 1 1 ft., working at a pressure of 180 lbs.
Como. — On August 23rd, a handsomely modelled steamer,
built to the order of Messrs. Thos. Wilson, Sons & Co., Ltd.,
for their Liverpool and Christiania trade was launched from
the yard of Messrs. Earle's Shipbuilding & Engineering
Co., Ltd., Hull. The principal dimensions are : — Length,
250 ft. ; breadth, 35 ft. ; depth, 18 ft. moulded. She has
been constructed of steel to the British Corporation Registry's
highest class and to the Board of Trade latest requirements.
The vessel is of single-deck type with short poop, long bridge
and topgallant forecastle, and will be fitted with two pole
masts to suit Manchester Ship Canal regulations and is
capable of carrying a large quantity of water ballast. A
commodious deck house has been provided on the bridge
deck amidships for the accommodation of captain, officers,
engineers and steward. The petty ofticers, seamen and
firemen are berthed in the forecastle. She will be fitted with
all necessary derricks and cargo gear, four steam winches,
steain windlass and steam and hand-steering gear.
Fenay Bridge. — On .August 23rd, this vessel was launched
by Messrs. Joseph L. Thompson & Sons, Ltd., of the North
Sands Shipbuilding Yard, Sunderland, and has been specially
constructed to the order of Messrs. The Fenay Steamship Co..
Ltd., of London, and is the second vessel Messrs. Thompson
have built for this Company. The principal dimensions of
the vessel are : — Length, jf/O ft. ; breadth, extreme, 51 ft. ;
and depth moulded, 26 ft. 4^ in. The vessel has been built
to Lloyd's highest class on the single-deck principle, and to a
high-class specification. The propelling machinery has been
constructed by Messrs. Blair & Co., Ltd., of Stockton-on-
Tees, the sizes of the cylinders being 25 in., 41 in., 67 in. by
45 in. stroke, supplied with steam by two large boilers working
at 180 lbs. pressure.
Steel Screw Steamer. — On .\ugust 23rd, there was launched
from tlie van! of the Sunderland Shipbuilding Co., Ltd., a
steel screw steamer 346 ft. long between perpendiculars by
50 ft. 10 in. broad by 25 ft. 6 in. deep, having poop, bridge
and topgallant forecastle, classed 100 Ai Lloyd's under
special survey. The vessel is of the single-deck type and her
deadweight carrying capacity is 6350 tons upon a light
draught of water. .Accommodation is placed on the bridge
for officers and engineers, whilst the sailors and firemen are
berthed in the forecastle as usual. The saloon is in a deck
house at the fore end of bridge, and is fitted up in polished
October, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
109
hardwoods with berths for captain and officers. A large marine
type donkey boiler is supplied for driving the deck machinery,
which consists of six steam winches, steam-steering gear and
direct steam windlass. The main engines are by the North-
Eastern Marine Engineering Co.. Ltd.. Sunderland, having
cylinders 24^ in.. 40 in. and 66 ni. by 45 in. stroke, steam
being supplied by two large boilers working at a pressure
of 180 lbs. per scpiare inch.
Eileen Duncan. —On August 24th, there was launched
from the shipyard of Messrs. Cochrane tS: Sons, shipbuilders,
Selby, a hand'somelv modelled steel screw trawler, the prin-
cipal dimensions being 120 ft. by 22 ft. by 12 ft. 4 in. moulded.
The vessel has been built to the order of Messrs. J. Duncan,
Sons & Co., Liverpool, and will be fitted with powerful triple-
cKpansion engines by Messrs. C. D. Holmes & Co., Ltd.. of
Hull, and is replete with all the latest improvements for
fishing purposes.
Farn. — On August 2c;th. Messrs. Wm. Doxford & Sons,
Ltd.. Pallion Yard, Sunderland, launched the screw steamer
Fatn, built to the order of Messrs. Farrar. Groves & Co. for
the Fargrove Steam Navigation Co.. Ltd. She is to be fitted
with tri-compound engines by Messrs. Doxford, and is to
carry about 7500 tons. She is built on the single-deck
principle, with modern construction, deep frames, no side
stringers, and clear holds with centre steel bulkhead fore
and aft in holds between hatchways, and is classed 100 .''it at
Lloyd's. The cabin accommodation is to be fitted in com-
modious houses on the bridge deck amidships, leaving the
vessel large stowage capacity. She will he fitted with a very
full complement of the latest system of cargo gear.
Boverton. — On September 2nd, there was launched at
Sunderland the screw steamer Boverton, which has been built
for Messrs. Evan Thomas, Radcliffe & Co., of Cardiff. She
is of 4750 deadweight capacity, and is fitted for rapid loading
and discharging. She has absolutely clear holds and very
large hatches.
Renee IWarthe. — On September 2nd, Messrs. Oshourne,
Graham & Co. launched from their yard at Hylton the steel
screw steamer Renee Marthe, which they have specially
constructed to the order of Fernand Bouat, Esq.. of Caen.
The vessel is a single decker 259 ft. by .35 ft., built to carry
2100 tons on a very shallow draught, and is of the self-trim-
ming collier type. Rooms for the captain and officers are
tastefully fitted out in hardwood and are of large size. The
steamer is fitted with the most modern appliances of econo-
mical and quick working of cargo. She has been constructed
to Lloyd's highest class and also complies with the require-
ments'of the French Law. After the launch the vessel pro-
ceeded to the works of the North-Fastern Marme Engineering
Co., Ltd.. of Sunderland, for her machinery, which has been
designed to drive the vessel a speed of 10 knots loaded.
Norfolk Coast.— On September 3rd, Messrs. W. Harkcss
and Son, Ltd.. launched from their yard at Middlesbrough
a steel screw steamer for Liverpool owners. She is designed
to carry 1025 tons on very light draught. She has large self-
trimming hatches and clear holds, and is fitted with special
heavy deck machinery for quick handling of cargoes. Her
engines are by Messrs. Richardsons. Westgarth & Co., Ltd.,
of Middlesbrough, and are capable of driving her a speed
of lo-J knots loaded.
Marsden.— On September 5th, there was successfully
launched from the shipbuilding yard of Messrs. Wood,
Skinner & Co., Ltd., at Bill Quay, Newcastle-on-Tyne, a
handsome new steel screw collier which has been built by them
to the order of Messrs. The Burnett Steamship Co., Ltd., of
Newcastle-on-Tyne. This vessel is a sister ship to the s.s.
Townetey, recently constructed for the same owners by the
builders. She is of the long raised quarter-deck type with
bridge and topgallant forecastle and has specially large
hatches for .self-trimming purposes. Water ballast is pro-
vided in the cellular double bottom all fore and aft. and in
the fore and after-peak tanks. The vessel is rigged as a two-
masted schooner and will be fitted with all the most modern
appliances in the way of deck machinery for facilitating
the rapid handling of cargo both in loading and discharging.
The propelling machinery will be of the improved triple-
expansion type, supplied with steam from two large steel
multitubular boilers, and has been constructed and will be
fitted by Messrs. The North-Eastern Marine Engineering
Co., Ltd., of Wallsend-on-Tyne. Both the ship and engines
have been built under the special survey of Lloyd's for their
highest classification.
Hope (T.B.D.). — On September 6tli, there was launched
from the Wallsend Shipyard of Messrs. Swan, Hunter and
Wigham Richardson, Ltd., the ocean-going torpedo-boat-
destroyer Hope, which has been built for the British
.Admiralty. This vessel is one of the twenty destroyers of
the Acorn class which were ordered for the Naval programme
of 190Q-10. The main propelling machinery is being con-
structed by the Wallsend Slipway & Engineering Co., Ltd.,
and consists of Parsons steam turbines driving three propellers
on separate shafts. The last-named firm have also made
the water-tube boilers, which are of the Yarrow type and fired
by oil fuel. There are four of these, which were put on board
before the launch. It is expected that very shortly she will
be ready for her steam trials. The specified sea speed is
27 knots an hour.
Albelra. — On September 7th, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby, a
handsomely modelled steel screw trawler, the principal
dimensions being 130 ft. by 23 ft. 6 in. by 13 ft. moulded.
The vessel has been built to the order of Messrs. The Crown
Steam Fishing Co., Ltd., Grimsby, and will be fitted with
powerful triple-expansion engines by Messrs. Amos & Smith,
Ltd., of Hull, and is replete with all the latest improvements
for fishing purposes.
Blackburn. — On September 7th, was launched the third
of the five steamers ordered from Messrs. Earle's Shipbuilding
and Engineering Co., Ltd., Hull, by the Great Central Railway
Co. for quick passenger and cargo service between the ports
of Grimsby and Hamburg. The principal dimensions are : —
Length, 265 ft. ; breadth, 36 ft. ; extreme depth. 18 ft. 6 in.
moulded. The vessel is constructed of steel, and has been
built under special survey to Lloyd's 100 Ai class. Board of
Trade latest rules, and in accordance with the German
Emigration Laws and the Hamburg Harbour authorities'
requirements. She is of one-deck type, with poop, long
bridge and topgallant forecastle. There is ample accommo-
dation for passengers — state-rooms for about 100 first-class
are arranged in a commodious house on bridge deck, with
several four-berth cabins on main deck. A special state-room
of large dimensions, fitted up in luxurious style, is provided
on main deck amidships. Rooms for about ten second-class
passengers are arranged under the poop. The third-class
passengers, about 300 in number, will be berthed in fore and
after 'tween decks'. The first-class ladies' lounge, entrance
hall and gent.'s smoking-room are situated on bridge deck,
with extensive promenade spaces in the vicinity. The
saloons are arranged on main deck, that for first-class ex-
tending to the sides of the vessel. The lavatory accommoda-
tion is extensive, and the ventilation of these compartments
has received special consideration. The arrangement and
fitting of galleys, pantries, etc., are thoroughly up-to-date,
and include all the latest improvements. The vessel is pro-
vided with all necessary cargo gear for rapid loading and
discharge, and will be fitted with a special type of steam,
hand and telemeter steering gear. A complete installation
of steam heating, electric lighting, bells and telephone will
be fitted. The machinery will consist of a set of triple-
expansion surface-condensing engines having cylinders 22 in.,
35 in.. 60 in., by 42 in. stroke, indicating about 2000' h. p.
Steam will be supplied by two large cylindrical boilers working
at a steam pressure of 180 lbs. per square inch.
LAUNCHES— Scotch.
Kulambangra.—On August 2;th, there was launched from
the yard of Messrs. Napier & Miller, Ltd., Old Kilpatrick,
the handsome twin-screw steamer Kulambangra. built to
the order of Messrs. Lever Bros., Ltd.. Port Sunlight. The
dimensions of the vessel are : — Length, 265 ft. ; breadth,
37 ft. ; depth, 26 ft. 3 in., with a gross tonnage of about
2,000 tons, built under the rules of Lloyd's register for their
highest class. The vessel is rigged as a two-masted schooner,
has upper, awning and promenade decks, water ballast in
double bottom and fore and aft peak tanks. Accommodation
for thirty-six first-class passengers has been provided amid-
ships in state-rooms on the upper deck. A large deck-house
has been built on the awning deck, containing first-class
no
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, igio.
dining saloon, entrance hall and owner's state-rooms, with
smoke-room above on promenade deck. The vessel, which
is intended for trading in tropical climates, has been fitted
with refrigerating plant, with large cold-storage chambers,
electric light, steam windlass, steam-steering gear with
teleraotor gear, and five steam winches. The machinery is
being supplied by Messrs. J. G. Kincaid & Co., Ltd., Greenock,
and consists of triple-e.xpansion engines with cylinders 1 34 in.,
22J in., 37 in., with 33 in. stroke, and two boilers of large
size, 180 lbs. working pressure. Messrs. Matthew Keenan &
Co., Ltd.. had the contract for covering the boilers and steam
pipes.
Beam. — On Sept. ist, there was launched at Port Glasgow
with machinery aboard, the powerful twin-screw tug Beam'
which has been built for the Port of London Authority
The machinery consists of two sets of compound surface"
condensing engines of over 1,000 horse-power, and two water-
tube boilers. The vessels have complete outfits of auxiliary
machinery, and are specially adapted for working in the
London docks.
Sirathan. — On Sept. ist, Messrs. Archd. McMillan & Son,
Ltd., Dumbarton, launched the steel screw steamer Sirathan,
which is the third of four vessels ordered from this firm by
Messrs. Burrell cS: Son, Glasgow. The vessel is of the following
dimensions, viz. : — Length, 390 ft. ; breadth, 52 ft. 3 in. ;
depth. 28 ft. : and is constructed with clear holds. Large
water ballast capacity is provided for in cellular double
bottom, aft peak, and in deep tank amidships. .-Ml up-to-date
appliances arc provided for the rapid handling of cargo,
including twelve derricks and ten powerful steam winches.
Accommodation is fitted on top of bridge deck for captain,
officers and engineers, and the crew are berthed forward.
Electric light is installed throughout the vessel. The
machinery is being supplied by Messrs. David Rowan & Co.,
Glasgow, and both vessel and machinery have been built
under special survey of the British Corporation for their
highest class.
Maianbar. — On Sept. 3rd, there was launched at Ardrossan
a twin-screw steamer, which has been built to the order
of the North Coast Steam Navigation Company, Australia,
The dimensions of the vessel are : Length, 155 ft. ; breadth.
28 ft. ; depth, 10 ft. She will be fitted for passenger and
goods traffic on the .Australian coast, and has been built
to British Corporation special class under special survey.
Explorer. — On Sept. 5th, there was launched on the Clyde
the steel screw steamer Explorcv. which has been built to
the order of Messrs. T. & J. Harrison. Liverpool. The new
vessel, which is constructed to Lloyd's highest class, is fitted
with the latest appliances for the rapid and efficient working
of cargo. Messrs. Matthew Keenan & Co.. have the contract
to cover ihe boilers and steam pipes on board.
St. Lawrence. — On Sept. 6th, Messrs. \Vm. Simons & Co.,
Ltd.. launched from their works at Renfrew, to the order
of the Director of Works of the .\dmiralty, a " Simons "
Patent Cutter Suction Hopper Dredger, named the St.
Lawrence, of 2,000 tons hopper capacity. Dredging clay
and other hard material by means of a spiral cutter is only
a recent development in dredge building, the St. Lawrence
being the first of her type constructed in the L^nited Kingdom.
Her arrangements are as follows : — .^n independent set of
triple-expansion engines for driving the dredging pump, with
a complete installation of auxiliary machinery, are fitted
in a separate engine-room immediately in front of the hopper
compartment. Steam for the propelling and pumping
engines and all machinery throughout the dredger is supplied
by three marine type steel boilers. The dredging pump is
of the most massive and powerful description, to withstand
the shocks which may be sustained when dredging in clay
mixed with stones. The suction pipe is carried on a girder
led through a well forward, and is of sufficient length to
enable dredging to be done at a depth of 65 ft. below water-
line. The dredger has also been designed for cutting its
own flotation. .The cutter at the mouth of suction pipe is
driven through a line of shafting, fitted on upper side of
suction frame, and machine-cut steel gearing, actuated by a
set of powerful independent compound condensing engines.
In addition to the usual winches for mooring from the deck
at bow and stern, a special winch is placed amidship. from
which the moorings are led along the suction frame to fairleads
at lower end. The hopper is fitted with " Simons " patent
arrangements, whereby the contents of the hopper can be
discharged either through the doors in the ordinary way,
or overside by the pump for land reclamation. In addition
to loading into its own hopper, the vessel is arranged to
discharge into barges moored alongside, or through a pipe
line. Two sets of triple-e.xpansion surface-condensing engines
are fitted aft for propelling the vessel at a speed of 10 knots
per hour. The auxiliary machinery in the propelling engine-
room is of the most up-to-date character. The dredger has
been built under special survey by Lloyd's and to their full
requirements.
Intaba.— On Sept. 6th, this ship, built by Messrs. Hall,
Russell & Co., of Aberdeen, to the order of Messrs. John T.
Rennie, Son & Co., of London and Aberdeen, was successfully
launched by the builders. She is 401 ft. long, 48 ft. 6 in.
beam, and 30 ft. 8 in. deep, 4,700 tons registered, built on
the Isherwood system, will hold Board of Trade passenger
certificate, and is constructed in excess of Lloyd's* highest
requirements for scantlings. She is fitted out for about
130 passengers and sixty crew, having state-rooms and
saloons and other accommodation both amidships and aft ;
is fitted out in the most modern style with all conveniences
and comfort. Her Marconi system will be of the new long-
distance type. All her cargo fittings and arrangements are
suitable for working heavy cargoes up to 25 ton lifts. The
machinery has been constructed under the superintendence
of Messrs. Flannery, Baggallay & Johnson, Ltd., of London,
Liverpool and Rotterdam, consulting engineers to the
owners. The engines have cylinders 27S in., 45^ in., and
75 in. diameter by 48 in. stroke, supplied with steam from
six large boilers and capable of developing about 3,000
I.H.P., with all the most modern arrangements of auxiliary
machinery, such as See's ash ejectors, steam ash hoists,
filters, feed heaters, freezing machinery, electric light and
ventilating power, steam -steering gear right aft, auxiliary
condensers and other arrangements for passengers' comfort
and quick handling of the ship. Messrs. Wailes, Dove & Co.'s
" Bitumastic " Enamel was applied to the athwartship and
'tween deck bunkers.
Luceric. — On Sept. 6th, there was launched at Port Glasgow
a shelter-deck steamer, which has been built to the order
of Messrs. Andrew Weir & Co., Glasgow and London. The
vessel, which is designed for her owners' Pacific trade, is of
the following dimensions : — Length, 480 feet ; breadth,
57 feet ; depth, 31 feet 6 inches ; with a gross tonnage of
about 7,000. The vessel, which was named Luceric, was
towed to Greenock to have her machinery fitted. Messrs.
Wailes, Dove & Co.'s bitumastic enamel was applied to the
boiler-room tank, deep tank and bunkers, and their bitu-
mastic covering to the tank top in the boiler-room.
Abhona. — On Sept. 6th, Messrs. .Alex. Stephen Sc Sons,
Ltd., Linthouse, launched the steamer Abhona, the first of
three twin-screw vessels now under construction by them
for the British India Steam Navigation Co., Ltd. The
Abhona is one of a number of vessels of varying type at
present building for that Company's Indian Coastal service.
She is one of the fastest class, with superior accommodation,
and is 403 ft. in length, 50 ft. in breadth, and 33 ft. in depth.
She has three complete decks, with bridge and boat decks
above, and has accommodation for fifty first-class and fifty-
second-class, both classes being equally well fitted up. Special
provision has also been made for native passengers, two com-
plete decks being reserved for their use, as it is anticipated
that over 3,000 will be carried each voyage during the busy
seasons. 'The propelling machinery consists of two sets of
quadruple-expansion engines, with two double-ended and
four single-ended boilers, all constructed at Linthouse.
Messrs. Wailes, Dove & Co.'s " Bitumastic " Covering was
applied to the tank top in boiler-room, and their " Bitu-
mastic " Enamel to the boiler-room tank and bunkers.
Loch Leven. — On Sept. 7th, there was launched at Bowling
a steel screw steamer of 340 tons, which has been built to
the order of Mr. John G. Stewart, Glasgow. The vessel,
which was named Loch Leven, is to be fitted with compound
engines.
Szent Isvant. — On Sept. 8th, the Clyde Shipbuilding and
Engineering Co., Ltd., Port Glasgow, launched a steel screw
steamei, 345 ft. by 45 ft. 6 in. by 25 ft. 2 in., for The Royal
Hungarian'Sea Navigation Co., ' Adria,' Ltd., Fiume, which,
October, iqio. THE MARINJE^NGINEER AND NAVAL ARCHITECT.
Ill
during construction, was superintended by Alexander
Rolland, Esq. The vessel was named Szent Isvant by Miss
Welch, Clunebank, and immediately after the launch, was
placed in the Company's dock to receive her machmery,
which has also been constructed by the builders. Messrs
Wailes, Dove & Co.'s " Bitumastic " Enamel was applied
to engine and boiler-room tanks, Imukeis, fore and aft peaks
and ship's sides in boiler-room and bilges, and their " Bitu-
mastic " Covering to tank top in boiler-room.
LAUNCH— Irish.
/Eneas. — On .\ug. 23rd, Messrs. Workman, Clark & Co.,
Ltd., launched from their North Yard the new liner JEncas,
built to the order of the Ocean Steamship Co., of Liverpool.
The Mneas has been specially designed for passenger service,
and for the carriage of refrigerated and general cargo between
Great Britain and Australia. She is a twin-screw vessel,
having a displacement of ig. soo tons, her principal dimensions
being :— Length overall, 509 ft. ; moulded breadth, 60 ft. ;
and moulded depth, 40 ft. She has five decks, the prome-
nade, centrecastle, upper, main and lower decks, with
excellent accommodation for about 300 passengers in commo-
dious and airy two, three and four-berth cabins. The cabins
on the centrecastle deck are each lighted and ventilated
from the ship's side, and every consideration in the design
of the vessel generally has been given to the comfort and
convenience of the passengers. The dining saloon is on the
second deck, and is tastefully decorated with oak dado and
panels in French grev. The apartment is roomy and well
lighted, a special feature being the central lighting well,
which rises tlirough two decks and is surmounted by a
handsome stained-glass skylight. A series of handsome oak
staircases lead from the dining saloon to the main entrance
hall on the centrecastle deck. At the after end of this
entrance hall is the music room. The smoke-room is also
on this deck, but further aft, and is well lighted by side
windows and a stained-glass skylight. A large nursery
for the use of children is tastefully furnished and decorated
in oak with white panels, a number of the panels being adorned
with paintings illustrative of favourite nursery tales and
rhymes. The JEneas is lighted throughout by electricity,
and efficient ventilation, by means of electrically-driven
fans, is provided in all the public rooms. Provision has
also been made for the comfort of passengers when the vessel
is in the northern latitudes, the heating of the vessel being
effected by an excellent system of steam pipes and radiators
throughout the accommodation. The steamer is fitted
complete with all the most modern appliances for ensuring
the safety of the ship and the utmost comfort of her passengers,
while an installation of the wireless telegraph will enable
the vessel to keep in constant communication with passhig
vessels and the shore. Being designed for the Australian
trade, one of the holds and the after 'tween decks have been
insulated and fitted up for the carriage of frozen meat and
dairy produce and fruit. The refrigerating plant for the
preservation of this cargo and the perishable stores is on
the CO2 or carbonic anhydride system, and the cooling effect
is transmitted to the holds by means of brine-circulating
pipes arranged in coils. The sanitary arrangements are of
the most modern character, while the galleys and pantries
are furnished with the latest type of culinary appliances.
.\ laundry is also fitted on the ship with up-to-date machinery,
by means of which the passengers can have their orders
carefully attended to, an important consideration on a long
voyage, while a hairdresser's shop, with an experienced
attendant in charge, is also provided. The cargo space
of the vessel is divided by watertight bulkheads into six
large holds, which, by the adoption of the girder system of
construction, are free of obstruction, and are capable of
receiving the largest type of consignment, such as motor-
cars, boilers, locomotives and general machinery. The
hatchways to these holds have been constructed as large as
possible with a view to the admission of the above, and are
each equipped with two or three steam winches of the most
powerful type, and the necessary derricks, one of which is
capable of dealing with weights up to forty tons. The
.Eneas is propelled by two sets of triple-expansion engines,
constructed by Messrs. Workman, Clark & Co., Ltd., the
separate parts having been carefully designed and balanced
to reduce vibration to a minimum. In addition to the main
engines, the engine-room staff have under their charge a
complete installation of auxiliary machinery, the electric
light machinery and the refrigerating and icemaking plant.
The engine-room has a large and roomy appearance and is
well lighted and ventilated. Steam is supplied by three
large double-ended steel boilers, of the cylindrical multi-
tubular type, working under an improved system of forced
draught. The stokeholds are provided with ash ejector
and steam ash hoists.
FOREIGN LAUNCH.
Ymer.— On September 17th, Messrs. The Laxevaags
Engineering and Shipbuilding Co., Bergen, Norway, launched
the s.s. Ymcr, built to the order of Messrs. J. Lund & Co.,
Bergen. The principal dimensions are : — Length overall,
2^9 ft. 6 in. ; breadth, 35 ft. ; depth moulded, 16 ft. 10 in.
The machinery is also built by the Laxevaags Co., the
cylinders being 16^ in. by zy in. by 44 in. by 30 in. stroke.
The working pressure is 175 lbs. per square inch.
TRIAL TRIPS.
Towneley. — On August gth, the new steel screw steamer
Townelfv, built by Messrs. Wood, Skinner & Co. (Limited),
Bill Quay-on-Tyne, to the order of the BurnetJ Steamship
Company (Limited), Newcastle, left the Tyne for her official
trial trip off Whitley Bay. The vessel, which is of the most
up-to-date description, is of the long raised quarter-deck
type, with long bridge and topgallant forecastle, having
specially large self-trimming hatches, and fitted with all the
latest appliances and improvements, especially with regard
to deck machinery. The propelling machinery, which has
been constructed by the North-Eastern Marine Engineering
Company (Limited), Wallsend and Sunderland, at their
Northumberland Engine Works, consists of a set of their
latest type of triple-expansion engines, having cylinders
2ii in., 35 in., 58 in., by 39 in. stroke, steam being supplied
by two large steel boilers, working at a pressure of 180 lb.
per square inch. During the run over the measured mile
at Whitley a speed of 12 knots was attained, the engines
working to the complete satisfaction of all concerned.
Darlington.— On August gth, the s.s. jDacttBg-toK, constructed
by Messrs. Earle's Shipbuilding &■ Engineering Co., Ltd.,
Hull, for Messrs. Wilson and North-Eastern Railway Shipping
Co., Ltd., was taken for her trial trip, when the mean result
showed an indicated speed of over 15 knots. The owners
were represented by Mr. W. S. Hide (Suptg. Engineer),
Mr. Duguid (Naval .Architects Department), and the builders
by Mr. Somerscales (General Manager), and Mr. Tyacke
(.•\ssistant Manager). (See August issue for Launch.)
Steel Tug tor PernambUCO.— Recently Mr. Edward Hayes'
of Stony Stratford, sent for her trial trip a steel tug built for
Perna-mbuco. The length of the vessel is 5 1 ft. ; her breadth
is 1 1 ft. ; depth, 7 ft. 4 in. from keei to pilot deck ; draught
about 4 ft. 6 in. ; skin plating of mild steel, ^ in. and ^ m.
bare in thickness, steel frames 2 in. by 2 in. on bulkheads,
I J in. elsewhere.. Four bulkheads are fitted and the floors
are extra deep, to give strength in case of grounding and
to minimise vibration. Foreward of the collision bulkheads
is a cable locker, the remainder of the fore part of the boat
is used as a cabin for the crew, and is provided with cup-
boards, lockers and a folding table of teak. Aft of the
cabin between steel bulkheads is the machinery space.
The main engine is a " Hayes " standard compound of open
front type, having cylinders 8 and 16 by 10 in. stroke. The
balanced crank shaft is of Siemens-Martin steel. Auto-
matic lubrication and water service are both fitted. The
air, circulating, feed and bilge pumps are worked off the
low pressure crosshead with long rocking levers. The boiler
is of the marine return-tube type, built under Lloyd's survey
for 120 lbs. working pressure. .A bilge ejector and an
auxiliary feed pump are fitted in the engine-room. All the
deck woodwork is of teak. The aft space is designed to
sleep extra hands if required. A slip towing hook is mounted
on a stout oak post and a towing bow is fitted. She is a
duplicate of one recently supplied by Mr. Hayes to the British
Admiralty.
112
THE MARINE ENGINEER AND NAVAL ARCHITECT
October, 1910.
Haworth. — On August 1 3th. the new screw steamer Haworth.
built by Messrs. Jolui Keadhead & Sons. Ltd., West Docks,
South Shields, to the order of the Gordon Steam Shipping
Co., Ltd., London, was taken to sea on her official trial trip.
The vessel is of the improved single-deck type, with large
holds, clear of beams and other obstructions in stowing
cargo, and is of the following dimensions ; — Length over all,
33^ ft. by 48 ft. beam by 23 ft. 10 in. depth moulded, and
carries a' large cargo on a light draught of water. There
is a long bridge amidships extending beyond the engine
and boiler space, and on which are situated the steel deck
houses, containing the cabins for captain, officers, engineers
and apprentices, over which again are placed the steel chart
and wheel liouses, pilot bridge, etc. A topgallant forecastle
contains the accommodation for crew, firemen, etc. The
arrangements for loading and discharging of cargo are full
and complete, there being sTeven powerful steam winches to
work the nine derricks which feed large hatchways into the
holds. Steam is supplied from a large multitubular donkey
boiler of marine type. Shifting boards and feeders are also
fitted throughout for carrying grain cargoes, and a large
quantity of water ballast is carried throughout the double
bottom and also in the after peak. The vessel is fitted with
triple-expansion engines, also constructed by Messrs. John
Readhead & Sons, Ltd., having cylinders 2},^ in., 39 in. and
64 in. diameter by 42 in. stroke, steam being obtained from
two large boilers of 180 lbs. pressure. The vessel is built
to Lloyd's highest class and to their special survey. The
trial was in, every way satisfactory to all concerned.
Highland Scot.— On August 14th, the Highland Scot, the
latest addition to the Nelson fleet of steamers, underwent
very satisfactory trials on the Clyde. The trials consisted
of four runs on the measured mile, and a run between the
Cloch and Cumbrae. Everything was satisfactory, and the
contract speed was exceeded by U knots. See July issue
for Launch.
Bluebell. — On August i6th, the first of the two new
passenger ferry steamers, built by Messrs. Cammell, Laird
and Co., Ltd.^ at their Birkenhead Yard, to the order of
the Wallasey Urban District Council, went down the Mersey
on her official trials, after being fitted with her machinery,
which has been supplied by the shipbuilders. The trial
trip proved in every way highly satisfactory, the engines
working smoothly and with a very little vibration. A mean
speed of nearly 12 knots was attained over the measured
mile. See August issue for Launch.
Corbrldge.— On August nth, the trial trip took place of
the s.s. Cnrbridge. built by Messrs. Robert Thompson and
Sons, Ltd., of Southwick Yard, Sunderland, to the order of
the Corbridge Steamship Co.. Ltd. (Messrs James Hoggarth
and Co., managers), of Cardift', the second vessel they have
built for the same management. The trial was in every way
successful, and Captain Hoggarth and Mr N. T. Daniel, who
were on board, expressed entire satisfaction with both vessel
and i-ngines. For Launch see September issue.
Brittany. — On .August 1 2th, the s.s. Brittany, the second
of two steamers constructed by Messrs. Earle's Shipbuilding
and Engineering Co., Ltd.. Hull, for the London. Brighton
and South Coast Railway Co.. was taken for her trial trip,
when the mean speed on the measured mile was three-quarters
of a knot in excess of the contract. The engines worked
smoothly throughout the whole of the trial and the boilers
supplied ample steam. .After the measured mile runs the
ship was taken to sea for a further test of the machinery and
a consumption trial was made, the results of both tests being
highly s.itisfactory. For Launch, see September issue.
Benpark.— On August 13th, the finely modelled steel screw
steamer Benpark. built by Messrs. Craig, Taylor & Co., Ltd.,
Stockton-on-Tees, to the order of Joseph Holt, Esq., of
Liverjiool, underwent her trial, which proved highly satis-
factorv in every way. A speed of 10 knots loaded was
obtained. A light trial trip speed of 12] knots was averaged,
running each way over a six-mile course. For Launch, see
September issue.
Thistletor.— On August 13th, the s.s. Thistletor. built to
the order of Messrs. Allan. Black & Co. (Messrs. The Albyn
Line, Ltd.), Sunderland, by Messrs. Irvine's Shipbuilding
and Dry Docks Co., Ltd.. West Hartlepool, proceeded on her
official trial trip in Hartlepool Bay, after adjusting compasses.
The whole of the main and auxiliary machinery worked most
efficiently throughout the trials, a speed of 12 knots being
obtained and the trial trip was in every way satisfactory.
The engines and boilers have been supplied by Messrs. Rich-
ardsons. Westgarth & Co.. Ltd., Hartlepool, the sizes of the
cylinders being 25 in.. 40 in., 68 in. by 48 in. stroke with two
large single-ended boilers working at 180 lbs. pressure.
•For Launch, see September issue.
Anglo-Patagonlan. — On August 17th, the s.s. Anglo-
Patai;o)naii. lately launched by Messrs. Short Brothers. Ltd.,
Sunderland, left the Tyne for fully loaded trials. Every
attention has been given by the engine builders to the question
of economy and it is expected she will average a speed of loj
knots on about 28 tons per day. Several trial runs were
taken, during which the machinery worked to the satisfaction
of all on board and a mean speed cf 1 1 knots was maintained.
After the trial the vessel proceeded on her voyage to Val-
paraiso, under the command of Captain Lewis. For Launch,
see July issue.
Pakeha. — On August 20th, the Paheha, a new steamer
of about 8000 tons gross register, built by Messrs. Harland
and Wolff, Ltd., to the order of Messrs. Shaw, Savill and
Albion Co., Ltd., for the New Zealand trade, left Belfast
Harbour, and after adjustment of compasses and trials
proceeded to the Tyne for dry-docking and coaling. Captain
R. J. Noal, marine superintendent, and Mr. George Adams,
superintendent engineer, joined the vessel at Belfast, and
Captain Joseph Maxwell, one of the most experienced officers
in the service, is in command of the ship. For Launch, see
July issue.
Kendal Castle. — Recently the s.s. Kendal Castle, lately
launched by Messrs. Short" Brothers, Ltd., from their ship-
building yard at Palhon, Sunderland, to the order of Messrs.
James Chambers & Co., for the Kendal Castle Shipping Co..
Ltd., of Liverpool, underwent her trials off the port. Several
runs along the measured mile were taken and a mean speed
of II V knots was easily maintained, the engines working
smoothly, and although only having bunkers on board, the
total absence of vibration was very marked. Mr. Joseph
Short represented the builders. After the trial the vessel
proceeded to the Bristol Channel to load, under the command
of Captain Dash. For Launch, see September issue.
Llngfield. — On August 24th. the s.s. Lingfield, built to the
order of Messrs. Woods. Tyler & Brown (The Woodfield
S.S. Co.. Ltd.), London, by Messrs. Irvine's Shipbuilding
and Dry Docks Co.. Ltd.. West Hartlepool, proceeded on her
official "trial trip in Hartlepool Bay after adjusting compasses.
The trial trip was in every way satisfactory, a mean speed of
13 knots being easily maintained on the measured mile.
The hull and engines have been constructed under the super-
vision of Captain McFee and Mr. J. W. ColUns respectively,
and both of these gentlemen accompanied the vessel on the
trial trip, after which she proceeded to the Tyne to load.
For Launch, see September issue. .A Cochran (.\nnan) donkey
boiler, with patent seamless furnace, has been supplied and
fitted.
Dalecrest. — On August 26th, the finely-modelled steel
screw steamer Dalecrest. built by the Northumberland Ship-
building Co.. Ltd.. Howdon-on-Tyne. to the order of Messrs.
Taylor & Worthington. Liverpool, for Messrs. The Dalecrest
Steamship Co., Ltd.. Liverpool, left the Tyne to undergo
her official trial trip. The trip proved in every way
satisfactory and a speed of iij knots was easily obtained.
After the trial trip the vessel was taken to Tyne Dock for
bunker and then proceeded to Antvverp to load for the River
Plate. For Launch, see September issue.
Marengo. — On August 31st. the fine steel .screw steamer
Marengo, which has been constructed by Messrs. The North-
umberland Shipbuilding Co., Ltd.. Howdon-on-Tyne, to the
order of Messrs. Thos. Wilson, Sons & Co.. Ltd.. Hull, for their
North Atlantic trade, left the Tyne for her trial trip. The
trip proved in every way satisfactory, and a speed of
1 3 knots was easily obtained, .\fter the trial trip the steamer
sailed for Hull, under the command of Captain Owen. For
Launch, see July issue.
I
October, iqio. THE MARINE ENGINEER AND NAVAI ARCHITECT.
113
Boyne. — Recently this handsomely modelled and highly-
finished steamer left the Wear to undergo her official trial
trip. She has been constructed by Messrs. Joseph L. Thomp-
son & Sons, Ltd., of the North Sands Shipbuilding Yard,
Sunderland, to the order of Messrs. The Mercantile Steam-
ship Co., Ltd., of London, and is the thirteenth vessel
Messrs. Thompson have built for this Company. The trip was
most successful in every way, and a speed of 12 1 knots was
easily maintained, the engines and auxiliaries working very
smoothly and giving complete satisfaction to all on board.
There were present on board Captain A. C. Cooke, secretary
to the owniing Company, and Mr. S. H. Watson, under whose
supervision the ship and engines were constructed ; Mr.
Shepherd, of Messrs. Blair & Co., Ltd., and Mr. R. Norman
Thompson representing the builders. For Launch, see
August issue.
Kamma. — On August 31st, the new steel screw steamer
Kamnia, built by Messrs. Wood, Skinner & Co., Ltd., Bill
Quay-on-Tyne, to the order of Mr. Martin Carl, of Copen-
hagen, left the Tyne for her official trial trip. During the
trial run the machinery worked very sati.sfactorily. a mean
speed of over 10 knots being easily maintained. Amongst
those present were Mr. A. Matzen, representing the owner,
Mr. J. Skinner and Mr. Leslie Skinner representing the
shipbuilders, and Mr. H. Luhrs representing the engine
builders. For Launch, see September issue.
Fridland. — On September 3rd, the handsome steel screw
steamer Fridland, built by Messrs. Wm. Gray & Co., Ltd.,
for Messrs. .\xel Brostrom & Son, of Goteborg, was taken for
her trial trip. The hull and machinery have been con-
structed under the supervision of Mr. Filip Landahl, assisted
by Mr. C. A. Olsson and Mr. D. Bore. The two former
gentlemen represented the owners on the trial. Captain J. E.
Burrell represented the builders of the ship, and ^Ir. Maurice
S. Gibb the engine builders. A speed of I2i knots was main-
tained, the performance of ship and machinery being highly
satisfactory. For Launch, see August issue.
BOARD OF TRADE EXAMINATIONS.
191 0. Extra First Class.
Aug. 4th — Briggs, E E.
Ex iC N. Shields
,, 4th — Earnshaw, W.
Ex iC N Shields
,. 4th— Hemy, H. W. ..
Ex iC W.Harfl
4th— Hurworth, J. P. ..
Ex iC W. Harf 1
4th— Mackenzie, H. ..
Ex iC London
4th-Skelton, H.
Ex iC London
4th— Stephens, E. R. ..
Ex iC London
4th — Vickerman, E G.
Ex iC Hull
Note — iC denotes First Class : 2C Second Class.
June 23rd.
Peters, J. G. .. 2C Cardiff
Baile, H. E. .. 2C Liverpool
Phillips, E 2C Cardiff
Blood, W. H. . . iC Liverpool
Pope, E. D. S. 2C N Shields
Booth, Wm. .. iC N Shields
Price, D. X. ..2C Cardiff
Bowen, W. J. .. 2C Cardiff
Robb, M 2C Leith
Brimer, 1 2C Cardiff
Robertson, J. . . 2C Glasgow
Brown, H. P. .. 2C Cardiff-
Ronchetti.J. VV. iC W Harfl
Buchan, R iC Glasgow
Rutherford, E.T. iC London
Cransfield, J. .. iC W.Harfl
Savage. W. H. 2C Liverpool
Davis, MS. . . 2C Glasgow
Sparkes, J J... iC N. Shields
Fishers, C 2C South'ton
Sparling, J. C. iC London
Gibson, J.J . . 2C Liverpool
Spottiswood, H. 2C Glasgow
Hendry, T. N. 2C Liverpool
Stephenson, A R.2C Cardiff
Irvine. Geo. .. 2C Glasgow
Steven, W iC Glasgow
Jackson, J iC Glasgow
Straker, A. T... iC N. Shields
Jenkins, T. R... iC Cardifi^
Taylor, J. A. . . iC Liverpool
Lawson, V. O. iC Cardiff
Thomson, C. . . iC London
Liddicoat, W J iC Plymouth
Thomson, J. W. iC N. Shields
Lofthouse, M.H. iC Glasgow
Thomson, W. .. iC N. Shields
Macaulay, J. H. iC Glasgow
Thubrun, T. J. iC N. Shields
Mallabv. A. P. 2C W.Harfl
Tregenza, C. .. 2C Liverpool
McEwan, J. . . 2C Liverpool
Turner, A 2C South'ton
McKinlay, C. .. 2C W.Harfl
Walker, M iC N. Shields
M'Millan, P. G. iC Glasgow
Wallet, T 2C Glasgow
M'Naught, G.C. 2C Glasgow
Wallis, E. H... 2C South'ton
Morlev, R.D.R. 2C N. Shields
Watt, G. W. .. iC Glasgow
Murphy J. C. .. iC Cork
Williams, R L. iC Liverpool
Neil, AM 2C Glasgow
Winstanley, H. iC Liverpool
Orchard, C iC Cardiff
Wood, R. S. .. 2C Cardiff
June 30th.
Adam, John W. 2C Aberdeen
Baraford, E. P. iC London
Bartlett, R. D. 2C Hull
Beszant, Horace 2C Bristol
Burlinson, A. H. 2C Sunderl'd
Cadger, Charles 2C Aberdeen
Campbell, G. E. 2C Sunderl'd
Christy, Percy iC Sunderl'd
Cook, Frank .. iC Hull
Cousins, Alex. 2C Greenock
Crawford, J. .. 2C Greenock
Currie, Alex .. iC Greenock
Gallie, Thomas 2C Greenock
Giles, G. W. .. 2C Hull
Greenlees, F. . . 2C Sunderl'd
Gresswell, G. J. iC Hull
Griffiths, R, B. 2C Liverpool
Gray, John S .. iC London
Hadland, 'Victor iC Hull
Hannah, W. A. iC Liverpool
Hunt, G. A. .. 2C Liverpool
Jackson, J. F. .. 2C London
London, Arthur 2C Liverpool
Mackay, M. . . iC Liverpool
Masson, J. W. 2C Aberdeen
M' Donald, W.J. iC Aberdeen
Metcalf, J. C... 2C Sunderl'd
Miller, Robert iC Greenock
Mitchell, J. L. iC London
McPhail, A. .. iC Greenock
Morrice.D.M.B iC Greenock
Owens, D. J. .. 2C Liverpool
Patrick, A 2C London
Pimblott, David 2C Liverpool
Raid, A. R iC Aberdeen
Ritchie, W. S.. iC Aberdeen
Ross, Stuart P. 2C Bristol
Smith, Peter H. 2C Sunderl'd
Stuart, G. J .. iC Hull
Taylor, Henry 2C Sunderl'd
Tomlinson, L.T. iC London
Turner, A. E... 2C Bristol
Walker, J. L. .. iC Liverpool
Weir, John .... iC Greenock
Wilson, P. H. iC Liverpool
Winsor, P. F. iC Hull
July 7th.
Aitken, J iC Leith
AUsopp, W. J. 2C Liverpool
Amey, A. G. .. 2C Liverpool
Briggs, W. J. .. 2C London
Blaney. N 2C Belfast
Bond, AW. .. iC South'ton
Campbell, J. M. iC Cardiff
Clark, J. McL. iC N. Shields
Clother, L iC London
Davidson, T. h. 2C Liverpool
Decks, P. J iC South'ton
Durrant, EC. 2C N Shields
Farthing, N. H. iC N. Shields
Fooks, H. W. . . 2C South'ton
Foxall, J iC N. Shields
Hardie, A. G. . . 2C Liverpool
Higgins, B iC Glasgow
Howson, A 2C Cardiff
Hughes, D. G. 2C Cardiff
Hunt, D H, .. 2C Cardiff
Ireland, A 2C Liverpool
Johns, H 2C Cardiff
Lang, G. H. D. iC London
Macdonald, J. 2C N. Shields
Mays, W. H. .. 2C Liverpool
Matthews, W. 2C N. Shields
M'Connell, R. 2C Glasgow
Metcalfe, H. .. iC N. Shields
Morgan, H. T. 2C Liverpool
McPherson, R. 2C Glasgow
Nelson, W. R. 2C Leith
Nicoll, J. B. .. 2C Liverpool
Paradise, C. F. 2C Cardiff
Paterson, W. . . 2C Cardiff
Scorer, J 2C N . Shields
Sharp, J 2C Leith
Simon, H. W. 2C Liverpool
Skyrme, A iC Cardiff
Smith, T.J. ..2C London
Speeding, W J 2C Liverpool
Spence. R iC N. Shields
Sutherland, C. 2C Leith
Sutherns, H. . . 2C Cardiff
Tweedie, A .... iC Glasgow
Walker, J M... 2C Leith
Webb, W. T. .. 2C London
July 14th
Adam, K. H. .. iC Liverpool
Austin, J. T. .. iC Greenock
Brown, D I'C Greenock
Buchanan, J. .. iC Liverpool
Callister, W. .. iC Liverpool
Chappell, E. J. 2C N Shields
Coppinger, C. W 2C London
Cowie, J iC Greenoc
Dayles, A iC London
Dougall, G. N. iC Liverpool
Douthwaite, A, iC N. Shields
Ferguson, J J iC NShields
Griffith, W 2C Liverpool
Kennedy, F. S. iC N. Shields
Lancaster, O. .. 2C Liverpool
Lowson, G L. iC Dundee
Marsh, G. K. .. 2C N Shields
Martin, J. W .. ^C Hull
Matthew, G. A. iC Dundee
McGillivray, M. 2C N. Shields
McLean. N. A. iC London
Montgomery, D. iC Greenock
Morgan, J. .... iC Greenock
Morrison, J. .. iC Greenock
Myers, L iC Hull
Nicholas, W. R. iC London
Philip, W. J. .. iC London
Ranee, W. OP, 2C London
Ritchie, G. L . . 2C Dundee
Scott, J 2C Liverpool
Stewart, R iC Greenock
Thomas, A. W. 2C N. Shields
Topham, W. M.2C Hull
Wadsworth, H. iC Greenock
Waller, C. J. .. 2C Liverpool
July 28th.
Alexander, J. A. 2C Greenock
Barron, W. . . 2C Aberdeen
Booth, W. H... iC Sunderl'd
Boyce, R 2C Aberdeen
Brown, J 2C Aberdeen
Buckton, C N. iC N. Shields
Butler, F. J. .. 2C Liverpool
Buxton, S 2C Liverpool
Christian, G. . . 2C Hull
Cram, P. J iC Liverpool
Elhs, A. P. .. 2C N. Shields
Evans, A. R. .. 2C Bristol
Garrett, R. A... 2C London
Girvan, J. S. . . 2C Greenock
Johnson, A 2C N. Shields
Jones, C 2C Liverpool
Jones, J. T. P. iC Liverpool
Kirkham, J .^. iC Liverpool
Latham, R. J... iC Liverpool
Liddell, S. C. .. 2C N. Shields
Mack, J. W iC Liverpool
Mason, G. W... 2CN. Shields
M'Donald, J A. 2C Greenock
Mitchell, E. P iC Greenock
Meffet, J. E. . . 2C N. Shields
Mendhara. S. E. iC N, Shields
Morrisson, J.W. iC Aberdeen
Mossraan, H. . . 2C Liverpool
Nicol, E.J 2C Greenock
Peacock, W. .. 2C Sunderl'd
Penney, R. E. iC London
Richards, E. . iC Bristol
Roberts, J. E... 2C Liverpool
114
THE MARINE ENGINEER AND NAVAL ARCHITECT.
October, 1910.
Simpson, D. .
Slater, N. ...
Stephens, J. L
Sugden, A.-F. .
Swan, R. F. .
Terviel, J, A. .
Vick, E. E. ...
Waddell, J. O.
Watt, J. H
Wliitton, G. C.
Wilson, H. C.
August
Alchin, S. A. ..
Atkinson, J. . .
Bain, E
Bate, L. C
Blair, D. M. ..
Brown, D
Butterworth, G.
Carey, R
Carnie, J
Clarke, E- J, . .
CoUey, F
Cook, J. W. ..
Cowan, A
Grossman, W.H.
Edwards, H- . .
Gold, R
Gray, A. F
Green, V. H. ..
Harrington, CM
Harvey, S. R.
Hermans, S . .
Higgitt, W, H.
Horsburgh, D.
Jones, J. H
Knowles, T
Le Sueer, L. . .
Mackay, J. D.. .
MacSwiney,F,E.
Martin, E
McLean, A. S.
iC London
iC Bristol
iC London
2C London
2C Siinderl'd
2C N'Shields
2C London
2C N. Shields
2C Greenock
2C Liverpool
iC N. Shields
4 th.
2C Cardiff
2C Liverpool
iC N. Shields
iC Cardiff
iC Glasgow
2C London
iC Liverpool
iC Cardiff
iC Glasgow
2C London
2C London
2C N. Shields
iC Glasgow
2C Cardiff
2C Liverpool
iC Glasgow
2C Leith
2C Liverpool
,2C Cardiff
2C Liverpool
2C Liverpool
iC I^ondon
2C Liverpool
2C Cardiff
2C N, Shields
iC London
zC Glasgow
iC Liverpool
2C N. Shields
2C Glasgow
McLennan, J. . .
Morcuts, G
Mvles, M J. . .
Neild, J
Nelson, J
Parson, J. H ..
Prichard, J. L.
Priestley, C. G.
Pritchard. G. H.
Riddock, C. H.
Roberts, W, T.
Scott, J. W
Smith, E. T. V.
Walker, J. J, ..
Weatherill, E.T.
Williams, E. P.
2C Glasgow
2C Cardiff
2C Liverpool
2C Liverpool
2C Glasgow
iC Glasgow
2C Liverpool
iC Cardiff
iC Cardiff
iC Liverpool
2C London
2C N. Shields
2C South'ton
2C N. Shields
2C Liverpool
iC N. Shields
August nth.
Adams, F. J. . .
Batchelor, R.O.
Black, A
Boyd, C
Brown, G
Carson. D C. . .
Finn, T. H
Freeman, R . .
Hepworth, E.G.
Laird, W. B. ..
Lees. G. F
Lumsden, J. T.
Mollison, J.
Morrison, J. J.
Nicholson, D.H.
Phiampolis, P.
Pidgeon, R. C.
Piirves, A
Rvan, J. T
SiTiith. L, J. ..
Stephenson, T.
Steven, W
Taylor, S. R. ..
Thorburn. W.L.
Windebank.T.H
iC Dundee
2C Liverpool
2C Dundee
2C N. Shields
2C Greenock
2C Hull
iC Liverpool
2C London
iC London
2C N. Shields
2C Liverpool
iC Greenock
rC Dundee
iC Liverpool
2C N. Shields
2C N Shields
2C N. Shields
iC N. Shields
iC London
iC London
iC N Shields
iC Greenock
iC N. Shields
iC Greenock
. 2C London
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P Alexander &• Son, Chartered Patent
Agents, 306, Hif^h Holborn, London, IV.C.
No. 10,720. Turbines. Axial-flow turbine blades (c.
Fig. 1) arr niaili- of wcdgL'-shaped cross-section so that the
width of the fluid passage way is constant from root to tip.
The roots comprise distance-pieces {lA, Figs, i and 2) and
dovetail root portions (b''), these fitting into an undercut
shroud. Alternatively, as shown in Fig. 2, the shroud may
be composite, comprising the tips (i^) and flanged rings (/).
The parts (6'^, h'^) are formed with radial projections and
notches to ensure correct engagement with their adjacent
parts. A section of blades is caused to abut against a piece
(;') screwed in position by the action of wedge (/) similarly
screwed on. Long blades may be formed with lateral webs
No. 10,926. Centrifugal Pumps. K balanced centrifugal
pump and its driving-motor are arranged on a vertical shaft,
and a yielding coupling of known type, as shown in Fig. 2, is
used to transmit the weight of the motor, which is above the
pump, to the balancing-device. F'langes (»•, u) are secured
to the pump and motor shafts (q, v) respectively, and are
coupled by bolts (s) fitted with a number of washers {t) of
leather or like material. Bearing-discs {w), one of which is
preferably convex, are provided. In a modification, a ball-
ring is sul)stitute'l for the <liscs.
No. 12,085. Lubricators. A lubricating-device for shaft
bearings of the kind described in Specification No. 812, A.D.
1909, comprises a collar (c) of U-shaped section mounted on
the shaft. To the periphery of the ring are attached two or
more bow springs [d], from which adhering lubricant is
removed by a transverse scraper (j) and delivered to a conduit
FIC.I.
i
groove
portion'
(•). TIk' tips (tl the blades are loiincd with lateral
(/'-) winch, when tlu' blades are assembled, form a
in the lower bearing-brass. The collar (c) is made in two
parts connected by lugs (n^. Fig. 5), and has a removable
side plate («■'''). Tlie springs [d) are fixed to cross studs (c)
and pass loo.sely under other studs (/). Coiled springs and
pivoted levers may be substituted for the bow springs. The
lever (A) carrying the scraper (») may be pressed by a sjiring
(A') in the direction of the collar (c).
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
115
The Marine Engineer
And Naval Architect.
LONDON, NOVEMBER, igio.
TURBINE-DRIVEN CARGO BOATS.
FROM the inception of tlie idea of the use of the
modern steam turl)ine for ship propulsion, tlie
question of the assimilation of the necessary
high rate of revolution of turbine with the relatively
low rate of the ordinary ship's propeller has occupied
a prominent place in the thoughts of those who have
been regarding the problem from a practical stand-
point. We have in the past recorded the views and
results of experiments of those who have dealt with
the solution by means of mechanical, electrical and
hydraulic gearing.
In our April issue we reprinted a paper by the
Hon. C. A. Parsons on the application of the marine
steam turbine and mechanical gearing to merchant
ships, in which was included a description of a
lo-H.P. turbine driving by single helical gearing the
two shafts of a twin-screw launch 22 ft. long, which
drove the launch when running 1,400 revolutions per
minute about nine miles per hour. This launch was
built in 1897, and after seven years' use was sent for
overhaul, when it was found that the gear was in
perfect order. In 1909 the directors of the Turbinia
Works decided to test turbines mechanically geared
to the screw-shaft of an existing typical slow-speed
vessel, and a cargo vessel, the Vespasian, of 4,350 tons
displacement, was purchased for this purpose and
fitted with an ordinary triple-expansion surface-con-
densing engine of 1,000 I.H.P. when running at
70 revolutions per minute, which gave the ship a
speed of loj^ knots, .\fter an extended trial under
ordinary working conditions, during which careful
measurements were taken from which the nett water
consumption per horse-power-hour was shown to be
17 lbs., the reciprocating engine was removed and
high and low-pressure turbines and helical gearing
were substituted, the propelling machinery being left
as it was. The ratio of the gearing was 19-9 to i,
and the results attained were as follows ;--The revo-
lutions of the propeller were 73 per minute, the speed
of the ship 10-66 knots, the shaft horse-power 1,095,
and the nett water consumption per horse-power-hour
was 14-3 lbs. The geared turbines at ordinary sea-
speeds reduced the steam consumption 15%' ^s
compared with the consumption required for recipro-
cating engines. We note in the annual report of the
company that since the above tests were carried out
the vessel has been continuously employed on
ordinary sea service carrying coals to Rotterdam and
returning in water ballast. She has completed
fourteen voyages, and steamed 8,500 miles in all
weathers. The working of the machinery was quite
satisfactory, and gave no trouble whatever, while
there was a remarkable freedom from racing, even in
the roughest weather. The results obtained in the
earlier trials as to relative economy in steam con-
sumption when compared with reciprocating engines
have been confirmed by the data obtained on these
voyages. From the results above given it may be
reasonably assumed that the time is not far distant
when the geared turbine will find extensive use in the
very numerous and important class of cargo steamers
of the British and other mercantile marines, by which
the carrying trade of the world is principally per-
formed. One can but admire the thorough and
conclusive manner in which the Hon. C. A. Parsons
tackles every problem presented to him, and the
soundness of his conclusions is clearly demonstrated
by the solid advance in the art made at each step in
the progress of the particular matter in hand.
THE LAUNCH OF THE "OLYMPIC."
THOSE who were privileged, as we were, to be
present at the launch of the Olympic last month,
must have been struck at the simplicity of the
proceedings and the absolute lack of any ceremonial
in what must be admitted is a world record in a
double sense. The Olympic is not only the largest
vessel afloat, but as launched ^she represents the
heaviest structure that has ever been moved under
controlled conditions from land to water. We desire
to congratulate Messrs. Ismay, Imrie & Co., the
owners, and Messrs. Harland & Wolff, the builders,
on the success thus far achieved in the production of
this mammoth vessel. It will be remembered that
the policy of the White Star Line has been to provide
in their vessels every possible comfort and convenience
for their passengers, but to keep their speed and con-
sequent engine power within moderate limits.
Although the Mauretama and Lusitania have a length
of 760 feet between perpendiculars, 88 feet beam, and
a displacement of 39,000 tons, and require 73,000
shaft H.P. to propel them 26 knots, the Olympic and
her sister ship Titanic are 882 feet long, 92 feet 6 inch
beam, and have a displacement of 66,000 tons, and
will require only 46,000 H.P. to drive them at a speed
of 21 knots. This difference alone indicates a distinct
difference of economic principle involved in the two
types of ship. We understand that in addition to
much larger passenger accommodation the Olympic can
take 6000 tons more cargo than the Cunarder, which in
addition to the reduced fuel consumption must show a
considerable credit item in a profit and loss statement.
We do not in any way desire to disparage the enter-
prise of the Cunard Co., and it is well to point out
ii6
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
that the two huge Cunarders were built under special
conditions for State reasons which do not obtain in
regard to the White Star vessels. We have plenty of
evidence that this last effort is by no means the last
word in shipbuilding, as the New Hamburg American
Liner is to be 940 feet long or nearly 60 feet longer
than the Olympic, and is to have a speed of 22 knots.
We cannot believe that the Cunard Company will
allow matters to remain thus, and we shall be much
surprised if time does not show that the suggested
1000 feet liner will within a short period become
an accomplished fact. It will be interesting to watch
the actual results of the Olympic in order to see how
far the excellent performances of the Laurentic as to
her combination will be equalled or excelled in the
Olympic and Titatiic. As showing the potentiality of
the exhaust steam turbine, it is estimated that taking
the steam at g lbs. absolute the turbine will develop
more power than either of the sets of triple-expansion
reciprocating engines, each of which is of 15,000
I.H.P. Looking back for a moment at the details of
construction of such gigantic vessels, there are im-
portant matters of consideration to be dealt with apart
from the vessels themselves, such, for example, as the
outlay for special foundations and general handling
equipment for material for construction, and in going
over the shipyard at Belfast one is impressed with the
idea that hundreds of thousands of pounds must have
been sunk in permanent improvements, necessitated
by the special circumstances, before the ship was even
started on. The Irish firm can claim that nowhere in
the world are there any slipways comparable with the
two recently laid down for the White Star vessels.
NEW BRITISH AND GERMAN
CRUISERS.
Manchester Association of Engineers. — On October
the 22nd, Mr. D. Wilson, of London, read a paper before the
Association on " Water-Tube Boilers."
Engineers-in-Charge. — Captain H. Riall Sankey gave
his Presidential Address on October 19th. He chose for
his subject " The Ordnance Survey and the Design and Use
of Machinery for printing maps."
N.-E. C. Inst, of Engineers and Shipbuilders. — The
twenty-seventh annual meeting was held on October 28th.
The Institution dinner will take place on December 6th at
the Great Hall, Armstrong College, Newcastle-upon-Tyne.
Lectures on the Law relating to Engineering. —
Lectures on the above subject will be given at Caxton Hall
under the auspices of The Society of Engineers {Incorporated).
The dates are November 9th and 21st, December 7th and
19th.
Shipbuilding Details of the World. — We take this
opportunity to remind our readers that the January number
of Tlic Marine Engineer and Naval Architect will contain,
as usual, the shipbuilding returns of the world, in atldition
to much other useful information.
Carbonic Acid Gas Works, Gravesend. — We note that
a COj factory has been established at Gravesend for the
purpose of supplying gas to mineral-water manufacturers and
for ships' use. There should be a good market in the district
around Gravesend and Tilbury, and, as the management
of the works is in experienced hands, doubtless the venture
will be successful in catering for a large number of customers
when the quality of the gas is realized to be superior.
WHEN our last protected cruisers, the Encounter
and Challenger, were launched, they were
universally regarded as the final units of the
type that would be constructed ; the huge armoured
ships of the Good Hope class filled the naval horizon so
far as cruisers were concerned — just as we think in
Dreadnoughts now — and no useful role could be dis-
covered which could not be more efficiently filled by
these great ships than by the small second - class
cruiser. Construction of ships of smaller displace-
ment than circa 10,000 tons was suspended indefinitely
— for ever, according to most of the service papers of the
period — and the great fleet of armoured cruisers of the
Country, Drake, Black Prince, Devonshire, Natal and
Defence classes came into being. But evolution de-
manded something still more powerful, and the next
step upwards on the displacement ladder brought forth
the i7,25oton"Indomitables." But by then the necessity
for the light cruiser had become evident. The 40 odd
vessels of the Naval Defence Act and subsequent pro-
grammes were rapidly deteriorating and being passed
outof service. The"Scouts"werefailuresas sea-keeping
ships, owing to limited fuel supply, and consequently
a shortage in small craft suitable for scouting, convoy,
etc., arose. The Bellona and her sisters were officially
known as " Mother " ships for destroyers, and their
light 4" armament greatly restricted their use as
cruisers ; as " Scouts " they are still being built, but
the " Town " class mark the advent of the protected
cruiser from a hasty consignment to oblivion, as
"cruiser" pure and simple. Five are now being
passed into service and four more are ready for
launching, while provision for additional ships of the
same general type is assumed in future estimates. So
long as the average speed of the battleships was 17 to
18 knots, the smaller armoured cruisers could be told
off for those fleet duties which the old protected
cruisers were becoming too slow to perform. When,
however, the armoured cruiser developed into a battle-
ship in all but name, their absence from the fighting-
line on duties which by right should be performed by
the protected cruiser, so weakened the fleet that no
admiral would risk absenting them from his battle
fleet.
The "Town" class seem admirably fitted for all the
manifold duties they will be called upon to perform.
Upon a displacement of 4,800 tons they carry an
armament of two 6" and ten 4" guns, together with
two torpedo tubes. This, of course, is by no means
an ideal offensive equipment, and the latest Weymouth
class will carry eight 6" guns instead of the dual
calibres. The ships for all that will, in this respect,
be superior to any similar craft at present under con-
struction abroad.
With the exception of the Bristol, which has Curtis
turbines, all the ships have Parsons machinery. Full
data as to the results recorded on trial cannot be as
yet obtained, but particulars are appended of the
figures to hand at the time of writing. The compari-
son between the Curtis and Parsons forms of turbine
will be of the greatest interest, there being no reliable
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT. 117
^'^^'i-^^'^^^
■^'auSSSm^i^-
-menr'.'t
D5C«^>'FV^CSt' '.
The Liverpool. British Cruiser.
The Mainz.
German Cruiser.
ii8
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, iqio.
data as yet upon which opinions as to which is the
better system of propulsion can be based. It will be
remembered that the starboard turbine of the U.S.S.
Salem — which is fitted with Curtis — was found to be
defective after the comparative trials between her and
the Parsons Chester and reciprocating Biruiiiigham
had been run ; this, however, was not known at the
time, hence the results nmst be regarded as incon-
clusive.
No separate cruising turbines are fitted, as has been
formerly the case (Amethyit), but there is an extension
at the H.P. end of the turbines which can be used for
low speeds only. There are two H.P. and L.P.
turbines, one on each of the four shafts, and a similar
arrangement of astern machinery. The designed
horse-power is 22,000 (which has been considerably
exceeded on trial), and speed 25 knots.
Turning to the German " opposite numbers," we
find in the 4300 ton Mainz the result of steady develop-
ment from an original displacement of 2,645 tons in
the Gazelle class of 1898. Unlike ourselves, Germany
never abandoned the small protected cruiser during
the development of her armoured cruisers, but kept on
laying down two or three per annum and gradually
improving and increasing the displacement in subse-
quent classes. Tonnage has gone up from 2,645 t°
4,300, speed from 21-6 to 28 knots (best recorded re-
sults) and armament from ten to twelve 4'i" guns.
Consequently, although the earlier ships are rapidly
becoming worn out from the incessant work they have
undergone, there are now some thirty-one units built
and building of the same general type, which can per-
form the duties of our " Towns," owing to their ade-
quate fuel accommodation (560 tons in the "Gazelles"
to 1,000 tons in the Mainz).
The Mainz is one of four sisters of 4,300 tons, being
400 feet long over all, 43^ feet broad and drawing a
maximum of ryj feet. The twelve 4-1" pieces are
carried as follows : two in the bows and stern and
eight in the waist. Four five-pounders are mounted
on the bridges, and there are two submerged torpedo
tubes. As may be seen from the plan, a 2" deck
covers the vitals amidships and a f" deck the ends.
The conning tower forward is of 4" steel. The Mainz
has Curtis turbines, the Kolberg Schichau, the Kuln
Zoelly and the Ai(gsburg Parsons. Unfortunately the
competitive trials of these four types are not yet con-
cluded, but full details will be given m these columns
in due course.
In accordance with the laws of standardization so
characteristic of the German Navy, Schulz-Thorny-
croft boilers have been fitted to all except the three
earliest ships. Whether or no this type of steam
generator is the best is not of such importance as the
fact that a good reliable boiler has been installed in
twenty-eight ships — and the Thornycroft in two
more — an arrangement which facilitates speedy
repairs and interchangeability, and minimises the
instruction work of the engine-room staffs.
The designed H.P. of the Mainz is 20,000, which
should have given a mean speed of 25-5 knots. On
trial, however, this only worked out at 25 knots,
although 27-5 and 28 knots had been recorded on the
fastest runs.
It is noteworthy that all the " Towns " will be m
conmiission within eighteen months of their laying
down, which were as follows : — Bristol, March 23rd ;
Glasgow, March 25th ; Gloucester, April 15th ; Liver-
pool, February 17th; Newcastle, April 14th, igog.
The Mainz and her sisters, however, will all exceed
two years — the Kolberg was laid down in March, 1907,
and was not completed until December, 1909 : thirty-
three months !
Regarding the future development of the protected
cruiser, there seems good ground for thinking that the
Admiralty policy favours the continuance of construc-
tion of two types of ship, the " Scouts " of the Bellona
and projected " Active " classes, in which gun-power
will be sacrificed for speed, and the improved
" Towns," which will go on growing in offensive
power until it is quite possible that something almost
as big as the " County " 9,800 tonners will be evolved.
If, however, the demand for numbers influences the
restriction of displacement, we shall see the numerous
6-in. battery gradually replaced by fewer and heavier
power until the design materializes which was on the
tapis last year, to replace the Edgar class, now almost
worn out. This allowed for one or two 9'2 in. guns,
and a secondary battery of 4 in. q.f.
Meanwhile the small cruiser is being gifted with a
sea-speed which should make her of great service in
war as a torpedo-boat destroyer. Few, if any, of the
older torpedo craft could run away from the Bristol or
Blanche in a sea-way, and the thirty-one vessels
ranging from the Gazelle to the Mainz are likely to
prove as much a menace to our destroyers as any of
the German torpedo craft.
Thus it will be seen that, far from having no war
value, the small cruiser is likely to prove of the very
greatest service as scout, convoy, destroyer and
opponent of hostile cruisers.
Table I. — Speed Trials of " Town " Class.
22 hours at § power.
Coal
Liverpool .
Newcastle .
Gloucester .
GUtsgo-ii.1 .
Bi istol .
Speed.
23-88
23-24
24-84
237
Power.
14,100
14,038
19,116
14.055
Consump-
tion.
157 lb.
1-75 lb.
16 lb
8 h 3urs at full power.
Fuel
Speed.
25-17
26-4
258
26-84
—27
H.P.
24,718
25,000
24,669
22,500
24,227
Consump-
tion.
1-65 lb.
6 lb.
Bristol—
John Brown & Co
Glasfioiv —
Fairfield
Gloucester —
Beardmore . .
Liverpool —
Vickers-Maxim . .
Newcastle —
Elswick
Mainz —
Vulkan Co
Kolhcrg —
Schichau
Kbln—
Krupp
Augshcrg—
Kiel
Table II.
Displacement — 4,800 tons.
Dimensions — 344 ft. (430 ft. overall) x
47 ft. X 15 ft. 3 in.
Armament — Two 6 in., ten 4 in., two
T. tubes.
Protection — 3 in (?) armoured deck.
Machinery — Turbine.
Boilers — Yarrow.
Desi<;nated H.P — 22,000 = 25 knots.
Highest speed yet attained in class —
Liverpool,
Bristol,
27 knots.
Displacement — 4.300-4,350 tons.
Dimensions — 387 ft. (4C0 ft overall) x
43^ ft. X 18 ft.
Armament — Twelve 4-1 in , four 5 pdr.,
four machine, two T tubes.
Protection — 2-J in. armoured deck.
Machinery — Turbine,
Boiler — Schulz-Thornycroft.
Desifjnated H P. — 20,000 = 255 knots.
Highest speed in class — Maim, 28
knots.
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
119
NAVAL MATTERS— PAST AND
PROSPECTIVE.
{From out Own Correspondent.)
Portsmouth Dockyard.
THE steam trials ol the battleship Xcptune have proved
entirely successful. The stipulated horse-power was
considerably exceeded, and the mean speed of 21-5
knots was reached on several runs. It is, however, intended
to fit the vessel with propellers having a different pitch to
the blades, so as to further improve the speed, if possible,
as has previously been done with several other large vessels,
usually with satisfactory results. The gun trials have also
been successful, and it is understood that the ship, so far as
the structure is concerned, bore the severe tests to which the
guns were put remarkably well, the only damage being to
the hght fittings, some of which are always broken on occa-
sions of such heavy strain. The battleship Orioii has been
command, and who will be the first Inspecting Captain of
Airships, is a torpedo officer who assisted in the introduction
of the submarine into the British Navy. He is the author
of the first technical work on submarines. Probably before
long he will write a similar work on aerial craft. Captain
Sueter had been on special service in connection with air-
ships for the past year.
Devonport Dockyard.
Our new vessel, which is to be a battleship, will, it is stated
by those who profess to know, be named the Royal George,
and even before the ship is laid down one of our local journals
announces that the King will perform the naming ceremony.
Although it has been officially stated that the vessel will not
be laid down until January, there are indications that the
date will be accelerated. Tenders have been accepted for
the machinery, and the slip at the Mutton Cove end of the
yard is being got ready. Good progress continues to be
made with the two vessels under completion. Practically
all the seven boiler-rooms of the Lwn are completed and the
70,000 horse-po<ver installation of forty-four heavy boilers
in seven rooms is somewhat of a recorcl. The cruiser Inde-
^ f-I 3 L,vCpPO»i. " -
Plan of the British Cruiser Liverpool.
Plan of the German Cruiser Mainz.
placed in No. 1 5 Dock for her under-water fittings to be
attended to. Tlie vessel completely fills the dock, and had
her beam been a couple of feet more it would have been im-
possible to have got her in. Nothing has been announced
as to the new vessel which is to be laid down in January,
but it is understood that she will be larger than the Orion
and will be armed with 1 3-5-inch guns. A rumour has been
in circulation that the keel plates are to be laid down before
the end of December, but beyond the fact that the building
slip is being cleared and the usual preparations being made
nothing else is being done. The cruiser Essex, of the Fourth
Cruiser Squadron, has been undergoing an extensive refit,
and left to join the squadron for a cruise to South America
on October i8th. It was found necessary to work day and
night shifts to ensure her being ready by the stipulated time.
The Balmoral Castle, with the Duke and Duchess of Con-
naught on board, left for South Africa on October nth.
The cruiser Duke of Edinburgh escorts the vessel as far as
Sierra Leone and the cruiser Defence the remainder of the
voyage. The Balmoral Castle is commanded by Commodore
Wemyss, who is an Aide-de-Camp to the King. The cruiser
Hermione has taken up duty as parent ship of the naval air-
ships. Captain M. F. Sueter, who has been appointed to the
fatigable is so well advanced that the programme of her trials
will probably be issued by the time these lines appear in
print. At the end of September the cruisers Cornwall and
Cumberland, training ships for cadets, left the port, the
former for a six months' cruise to the West Indies and the
Mediterranean and the latter for a shorter cruise to the
Mediterranean only. The cadets obtain much practical
training during these cruises. The destroyer Bittern arrived
on October 8th after a somewhat eventful voyage. Having
undergone a refit at Gibraltar, she left there on September
26th, but her condensers becoming leaky, she put into Lisbon
for repairs. While at her moorings a tug colUded with her,
and she had to be placed in the dock. The Bittern left
Lisbon on October 3rd, the day before the revolution began,
and putting into Corcubion two days later in consequence of
rough weather, those on board were quite surprised to hear
that a revolution had taken place. While the local sub-
marine flotilla was carrying out exercises off Plymouth on
October 7th it was found that the propeller of A 7 was working
loosely on the shafting and ^8 was ordered to tow her into
harbour. Before the vessels were able to reach Plymouth
Sound the hawser parted three times and on the last occasion
the loose end fouled the propeller of A 8 and disabled her for
120
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, igio-
towing service. Submarine Ag was then requisitioned to
take the former vessel in tow. The two disabled vessels were
eventually J^rought into harbour by tugs. Some rather good
prices were obtained at the sale of obsolete warships on
October 13th. The battleships Edinburgh and Howe were
sold respectively for ^19,300 and ^25,100 to Messrs. Ward,
of Sheffield. The Howe, it may be recalled, was wrecked
at Ferrol eighteen years ago and afterwards salved. The
hulk Tenedos II., which formerly formed part of the boy
artificers' training establishment at Chatham, went for ^7,525
and the destroyer Swordftsh for £1,510. The latter vessel
underwent an extensive refit last year and was afterwards
found unserviceable. Another vessel to be disposed of was
Torpedo Boat No. 106, which was sold for £505. The tug
Perseverance was bought in by the Admiralty at ^1,950.
Vice-.^dmiral Cross gave a farewell dinner on October 3rd and
the following day vacated the post of admiral-superintendent
after holding it for two and a half years. Rear-Admiral
Stokes has succeeded him.
Chatham Dockyard.
It is anticipated that our new cruiser will be laid down
early in November and No. 8 slipway is practically ready for
her. Many of the blocks have been prepared and the work
of altering the ground ways is nearly completed. We are
anxiously awaiting the laying down of the vessel, as it is over
four years since the last cruiser — the Shannon — built at this
yard was launched. The Intrepid, the last of the seven
cruisers to be fitted as mine-layers, has been commissioned
for special service. The work of converting obsolete cruisers
into mine-layers has given work to a large number of men
at this yard during the last few years. There is, however,
at present plenty of other work in hand. The cruiser Eury-
alus, having had a thorough overhaul and refit at a cost of
over ;£70,ooo, has been commissioned for service in the Home
Fleet. The Tartar and Rother have completed their refits
and have proceeded to Fortrose to rejoin the First Destroyer
Flotilla. The latter vessel will shortly be relieved by the
new destroyer Nautilus, when that vessel is delivered from
the Thames Ironworks. The gunnery training vessel Endy-
rnion is undergoing her annual refit, and is expected to be
ready to resume her duties at Sheerness early in Noveniber.
The cruiser Inflexible, which had been in hand for the past
few weeks undergoing her recommissioning refit, has rejoined
the First Cruiser Squadron in Scottish waters. The battle-
ship Lord Nelson, of the First Division of the Home Fleet,
has come in for her annual refit, as has also the Maori, of the
First Destroyer Flotilla. The cruiser Minerva was recom-
missioned on October i8th for further service in the Mediter-
ranean. She was delayed on her passage here through
receiving orders to proceed to Lisbon on the outbreak of the
revolution in Portugal. Submarine C34, the sixth sub-
marine built at this yard, has been passed out of hand, and
has proceeded to Portsmouth to join the flotilla at that port.
The official visit of the Lords of the Admiralty took place
somewhat later than usual this year. Their Lordships
arrived from London on October i ith and went on board the
.\dmiralty yacht Enchantress, which came in the previous day
from Harwich. The usual inspection of the various estab-
lishments was made, but their Lordships did not receive
any deputations. It is understood that a special visit will
be made for that purpose shortly.
Sheerness Dockyard.
A rather unusual occurrence took place at this port a few
weeks ago, about 150 labourers, who were employed m filling
the coal hulks from colliers, going out on strike. The authori-
ties, however, dealt very promptly with the matter and gangs
of labourers were brought from Chatham , the work proceeding
practically without any delay. A deputation of the strikers
waited on Commander Lacy, in the absence of Captain
Torlesse, the captain-superintendent, and asked that lod.
per ton should be paid instead of the existing rate. No
change in the scale could be made without .\dmiralty consent,
as the men might have known, and tliey were asked to resume
work at the old rates and allow their request to be submitted
to My Lords. The only thing that seems to have resulted
from the strike is that about £500 has gone in wages to
Chatham labourers instead of to men at this port. It is
generally considered that the men were very ill-advised.
The cruiser Newcastle, after having been commissioned at
Chatham, came here to complete her preparations for sea,
leaving on September 29th for China to take the place of the
lost Bedford. Her departure was somewhat of a record, only
twelve days elapsing from the time she entered the Medway
on delivery from Messrs. Armstrong, Whitworth & Company
to the time she left for foreign .sevrice. The vessel was,
however, delayed on her voyage. She had reached Gibraltar
and in consequence of the revolution in Portugal was ordered
to proceed to Lisbon to protect the interests of British sub-
jects. She, however, only remained there two or three days,
and then went on to Malta. Unfortunately after leaving
Malta internal defects developed and she had to put back for
repairs, which were expected to take eight days. The mine-
layer Intrepid arrived from Chatham on October 5th and
having shipped ammunition proceeded to the Firth of Dor-
noch, where the mine-layers of the Nore Sub-Division carried
out a series of exercises. The torpedo gunboat Ship jack
came in on October 8th with the French trawler G599. which
she had arrested at the mouth of the Thames for fishing
within the three mile limit. The captain was subsequently
fined five guineas. The torpedo gunboat Harrier, which has
had an extensive refit, has returned to Portsmouth to resume
her duties as tender to the navigation school ship Dryad.
Submarines C7, C8 and Cg were refloated on October 14th
on the completion of their refits and have rejoined the East
Coast Flotilla at Harwich. Submarines C2, C5 and C6, of
the same flotilla, have since come in for dry docking. We
hear that the floating dock which is being built on the Tyne
is making good progress. No official announcement has
been made as to the site selected for the dock on its arrival in
the Medway next autumn. It will probably be near this
port, as fogs are very prevalent during the autumn and
winter, and they are always more dense in the upper reaches
of the river than here. If berthed very high up the river
it would be almost impossible to get at the dock in a very
thick fog.
Pembroke Dockyard.
Excellent progress is being made with the cruiser Blonde.
The turbines have been shipped and the decks over the two
engine-rooms are being closed down and the deck fittings
are being proceeded with. The cruiser Blanche has carried
out her acceptance trials very satisfactorily, Commander
Browne, of the cruiser Vindictive, and a navigating crew
coming from Chatham to join the vessel. The Blanche was
laid down on .\pril 12th, 1909, and launched on November
29th following. She has cost ;<;2S8,ooo, and is to be com-
missioned immediately for service in the Home Fleet. Our
new cruiser, the Active, has now been under construction for
three months, but it cannot be said that she is making very
rapid headway. She, however, is progressing steadily, or to
use a somewhat hackneyed phrase, " as well as can be ex-
pected." The destroyer Brazen arrived at the beginning of
the month. The vessel, it was understood, was to have
undergone a thorough refit, but she only needed some small
repairs to her machinery, which were completed in a few days.
She will probably come in for the refit later on. The de-
stroyers Kestrel and Lively are to undergo thorough repair
refits at this yard, and the Sprightly and Cheerful v/'M shortly
be sent here for their annual refits. The Avon and Foyle are
still in hand. It will thus be seen that destroyer refits are
to become an important part of our work. Torpedo Boat
No. 045 has arrived here for service with the torpedo-boat
flotilla, which now consists of four vessels, Nos. 033, 041 and
049 being the others. The flotilla will doubtle-ss be gradually
added to. The visit which Dr. Macnamara, the Parhamen-
tary Secretary to the .\dmiralty, paid to this yard recently
was remarkable because of the lengthy interviews granted
to .several of the deputations. The long audiences were not
at all expected, as a programme had been drawn up by the
authorities hmiting each of the deputations to five minutes.
Dr. Macnamara did not fall in with the idea of limiting the
duration of the interviews. He had come, he said, to hear
the workmen's representatives, and he intended to hear them
fully. Needless to say. Dr. Macnamara has won golden
opinions among the men. and should any material good result
his popularity will be still further enhanced. Captain Mundy,
our captain-superintendent, has been awarded the Good
Service Pension of £150 a year in the vacancy caused by the
retirement from the Service of Captain Winnington-Ingram.
The latter officer, who was lately serving at Portsmouth, is a
brother of the Bishop of London.
November, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
121
The Engineering Standards Committee. — The revised
specification lor structural -.tnl tor shipbuilding, Report
No. 13, revised September, 1910. has recently been issued,
and is published for the committee by Messrs. Crosby, Lock-
wood & Son, price 5s. nett. In consequence of representations
which have been made to the committee in regard to the
failure of plates under cold flanging, the maximum tensile
strength for plates intended for this purpose has been reduced
from 32 tons per square inch to 30 tons per square inch, but
no alteration has been made to the lower limit of tensile
strength or to the elongation, which remains the same as
before. In issuing the revised specification an opportunity
has been taken for providing for the use of the four diameter
test piece (Standard Test Piece F), when bars above i in.
diameter are tested full size as rolled, or have been turned
down and the resulting test piece is above i in. diameter.
Copies of the specification may be obtained from any book-
seller or the offices of the Committee, 28, Victoria Street,
Westminster, S.W.
Readers of our journal will remember the paper on
" The Application of the Marine Steam Turbine and
Mechanical Gearing to Merchant Ships," contributed
by the Hon. C. A. Parsons at the spring meeting of
The Institution of Naval Architects last March, and
which paper was reported in full in The Marine
Engineer and Naval Architect, April, 19 10. It was
stated therein that the Turbinia Works Company
decided to test turbines mechanically geared to the
screw shaft of an existing typical slow-speed vessel,
and the Vespasian, a cargo vessel of 4,350 tons dis-
placement, was purchased for the purpose. A repro-
duction of a photograph of the Vespasian gear is given
above. This gear was cut by The Power Plant
Co., Ltd., of West Drayton, Middlesex, to whom we
are indebted for the illustration.
LLOYD'S REGISTER OF SHIPPING.
Annual Report.
ACCORDING to the Annual Report of Lloyd's
Register, covering the period to June 30th, the
total iron and steel steam tonnage on the
register amounted to 18,782,708, the number of vessels
being 8,992 ; the sailing tonnage 1,725,834, and the
number of vessels 1,132. In addition to these were
178 wood and composite vessels, with a tonnage of
26,945. The new total tonnage added during the
year ending June 30th was 929,946, embracing 461
steam and 79 sailing vessels, the latter aggregating
6,243 tons. The tonnage built for the United King-
dom was 612,825, and the balance for the Colonies
and abroad. The new vessels for 1908-9 made up a
total of 854,984 tons, of which 9,265 was sailing
tonnage, showing a faUing off in 1909-10 of 3,022, but
an increase of steam tonnage of 77,984. The largest
amount of new tonnage in one year during the last
ten years was in 1906-7, when the total tonnage was
1,484,722, of which the steam was 1,470,312, and
sailing 14,410. The year 1902-3 gave a steam ton-
nage of 1,182,265, and a sailing tonnage of 68,155,
this being the largest of the ten years for sailing
vessels. During the eight years prior to 1908-9, the
total new tonnage for each year was over the million.
Not yet has the internal combustion engine appeared
in the list, but a year hence it will probably have a
column to itself and open the record, as now there are
several vessels under way, which are referred to in
the Report as under construction, under the super-
vision of the surveyors. Three vessels are under
construction on the Continent ; these are to be fitted
with Diesel oil engines. One set is to be of the four-
stroke cycle, with single-acting cylinders with about
450 I.H.P. ; another set of the two-cycle, single-
acting, is for a twin-screw vessel with about 900
I.H.P. for each shaft. The other is to be of the two-
stroke cycle but double-acting, each cylinder giving
two impulses each revolution of the shaft, also for a
twin-screw vessel, with a total I.H.P. of 1800.
These are all reversible engines, and will therefore
require no intermediate gearing for reverse action.
A set of Producer gas engines for a vessel of about
260 tons is under construction in this country to use
anthracite coal, the engines are intended to run a high
rate of speed with non-reversible engines. The
reversing is to be accomplished by means of a hydro-
dynamic transformer. A turbine water pump driven
by the engine is designed to deliver to another turbine
coupled direct to the propeller shaft, the latter
running at a lower rate of speed than the engine.
These sets, being of different types, will prove of very
great interest and importance to marine engineers, as
well as to the shipping community, and their move-
ments will be as closely followed as may be possible
with a view to results and comparisons. Among the
largest steamers built during the year over 10,000
tons are the Balmoral Castle (13,361), Edinhnrgh Castle
(13,326), Orvieto (12,130) and Otranto (12,124), and
now under course of construction the Franconia and
Laconia, of about 19,000 tons each. It is stated in
the Report, also, that forty-three vessels, aggregating
176,000 tons, have been built on the Isherwood
systern of construction.
122 THE MARINE ENGINEER AND NAVAL ARCHITECT. November, iqio.
STABILITY INDICATOR FOR SHIPS.
AT the Institute of Marine Engineers a demonstration
with the patent G.M. Balance or Stability Indicator
tor Ships was recently given by Mr. W. Fredericks,
assisted by Mr. Edwin Tate, the inventor of the indicator.
In the course of a short paper descriptive of the instrument
and the purposes for which it was designed. Mr. Fredericks
stated that the freeboard of a ship, as defined by regulations,
did not assure, or even indicate, her condition of stability,
for, should the centre of gravity be brought too high by a
wrong stowage of cargo the fact of the ship having, or going
to sea with, the freeboard assigned, could not prevent her
from capsizing. Many ships had met with disaster both
from capsizing, or " turning turtle," and from foundering
caused by the excessive rolling in heavy weather, with the
consequent shifting and breaking loose of cargo, straining
and opening of seams and similar troubles, attributable
initially to the wrong distribution or stowage of cargo, and
want of knowledge of the actual condition of the ship's
stability prior to leaving port.
The construction of the stability indicator was based upon
the buoyancy, transverse metacentre, displacement and other
naval architectural calculations, and was especially invented
to provide a simple and reliable method of finding the meta-
centric height under any and all conditions of loading, actual
or proposed. The balance consists of a beam, the length
of which (from, approximately, two to three feet) is made
in proportion to the depth of the ship concerned, from any
reasonable height above the uppermost deck, as may be
required, to the keel. On this beam are marked to scale the
positions of the tank top. decks, etc. ; also a scale of the
positions of the transverse metacentre at difierent draughts
from the light condition of the ship to the load line, and a
scale of the deadweights corresponding to the respective
draughts. At the bottom of the beam is a bar, on which
weights can be suspended at any desired point, the centres
of the cubic capacities of the different holds, coal bunkers
and ballast tanks being given for this purpose and indicated
on the beam. The beam represents the ship when in light
condition, and the weights referred to represent deadw-eight
{i.e., cargo, coal and water ballast) and are proportionate to
same. The weights range in number and size to the dimen-
sions of the ship concerned, and have hooks by means of
which they can be attached in position on the bar.
Two side davits support the beam, whilst a centre one is
utilized for balancing purposes by means of a lever attach-
ment. When the beam is balanced at this lever, the indicator
on the latter denotes the position of the centre of gravity
of the ship ; whilst the metacentric height is demonstrated
by the distance the centre of gravity is below (nearer the
keel), the metacentre mark corresponding to the draught
concerned.
Weights can be placed on the bar of the balance repre-
senting all the cargo, coal, etc., to be taken on board, and this
equally as well prior to loading as during or subsequent to
same. The stowage can be so arranged that the required
" margin of safety " or satisfactory condition of stability
and seaworthiness, can be arrived at under any or all con-
ditions or circumstances.
The instrument and weights are specially constructed for
each individual ship, based on her dimensions, lines, etc.,
necessitating specific information peculiar to the ship for
which it is intended.
A demonstration was then given with the instrument,
weights representing the cargo being suspended on the
balance in position according to the distribution of the cargo
in the vessel throughout the different holds, tanks, etc.
On the whole of the cargo being represented the beam was
balanced and the metacentric height ascertained, showing
that the cargo was distributed in such a manner as to give
a good margin of safety.
ELECTRIC MOTORS FOR MARINE
PURPOSES.
Record Battleship-Cruiser " Lion." — The publisher
has a few photogravure prints of this superb vessel at the
following rates. Plain prints, i/- each ; india proofs, signed
by artist. 2/-, printed surface 9 in. by 6 in., size of mount,
15I in. by 11^ in. : framed prints, 2/- extra.
A CONSIDERABLE amount of information has
recently appeared in the technical press
concerning the availability of electricity for
purposes on board ship, and in this connection it is
interesting to refer to a type of motor which has been
specially developed with reference to the requirements
of marine practice.
The totally enclosed marine type motors manu-
factured by the firm of Messrs. Royce, Ltd., of
Manchester, have for some time past been success-
fully employed for auxiliary purposes on board
vessels, more especially in conjunction with such uses
as the barring gear in connection with marine steam
turbines. They are of a type which are specially
designed for use in inaccessible or abnormal situations
and are of the completely enclosed type. A special
feature of their construction is the provision of double-
thrust ball bearings lubricated with solidified oil and
so designed as to eliminate all armature end play.
This arrangement permits of these motors running for
very long periods, varying from six months to two
years, according to the duty, without any attention.
The advantages obtained by the use of motors
designed in this way are numerous, and may be
summarised as follows. There is no necessity for
the greaser to attend to the bearings for longer or
shorter intervals, inasmuch as oil is not used and
there is a complete absence of bearing troubles due to
the entrance of grit or dust, as the bearings are com-
pletely enclosed and dust-proof. In addition to this
there is an elimination of all troubles due to the oil
being thrown upon the windings or being emptied
from the bearings by the pitching or rolling of the
vessel. Engineers who have had experience of elec-
trical auxiliary machinery, as for example the motors
employed in driving fans, will be aware that unless
all end play is taken up there is considerable danger
of friction and bumping if the vessel has any list.
In this particular design the use of the double-
thrust bearing eliminates this danger and an
increased efficiency is secured owing to the use of
high-class ball bearings. Another advantage which
is of particular value on board ship is the saving of an
appreciable space lengthwise, due to the compact
nature of the design of the motor, which is often of
considerable moment, especially in marine work ; and
there is the further convenience of being able to fix
the motors with the shafts at any angle between
horizontal and the vertical without any special
provision.
These motors are electrically designed so as to be
supplied either compound, shunt or series woimd,
according to requirements, and in a variety of sizes
ranging from 3 b.h.p. to 65 b.h.p.
An objection has been frequently raised to ball
bearings on account of their price, which has been
alleged to put up prices of motor equipment to an
excessive amount, and this is a serious consideration,
more especially in the mercantile marine. As a
matter of fact, however, owing to the simplicity and
solidity of the design, these motors are supplied at
prices only slightly in excess of those of machines of
equal horse-power and speed fitted with ordinary
November, iqio. THE MARINE ENGINEER AND T>N AVAL ARCHITECT.
123
Tnt!.Il,,.Pr,/-lr,=orl Marine Tvnp MntnrR. made bv Messrs. Rovce. Ltd-
124
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
bearings, and the advantages in the saving of space
and elimination of attention more than compensate
for the sliglit increase of pi ice. The illustrations
shown herewith give a view of the 10 b.h.p. motor
supplied for marine purposes, the views showing the
accessibility of the commutator brush gear, connec-
tors, etc., and the standaid extension of shaft suitable
for the attachment of a pulley, pinion or half-coupling.
INTERNAL COMBUSTION ENGINES.
AT the Institute of Marine Engineers on October loth
an adjourned discussion took place on Mr. \V. R.
Cummins' paper on " Internal Combustion Engines
for Marine Use." and on Mr. F. J. Kean's paper on " An
Experimental Study of an Oil Engine."
In replying to the previous discussion, Mr. Cummins
stated, with reference to the difficulty that the gas engine
was liable to pull up in a heavy sea and not be able to pick
up its load again, that this fault was peculiarly that of the
four-stroke engine, and that the remedy was to use a two-
stroke engine and a sufficient number of cylinders to ensure
a positive torque during the whole period of the revolution
of the crank shaft. When four cylinders were adopted,
which would be the case in engines of moderate power, the
compressed air for starting and reversing would be used
for giving an upstroke only ; that was to say, it would be
admitted to the bottom end of the cushioning cylinder
advocated in the paper. This would leave the power cylinder
and the pump cvlinder free to take up their functions as soon
as the compres'sed air had started up the engines in the
desired direction.
With regard to scavenging, in the system he proposed
the cold scavenging air was admitted to the upper part of
the cylinder inimediately after the exhaust ports opened
to the atmosphere. The explosive charge followed through
the same valve (which was the only valve exposed to the
explosive pressure), and pushed out of the cylinder, not only
the hot gases, but the greater part of the scavenging air.
The scavenging air thus formed a buffer between the hot
exhaust gases and the explosive mixture. The best method
of ignition was electrical, with facilities for tuning the spark.
The magneto system, in his opinion, should be used for the
main engines. The auxiliary engines might require in addi-
tion a battery and coil.
In reference to reversing the gas engine when the vessel
was going at full speed, there would be no difficulty in this
respect with the compressed air system proposed. The
ignition would be cut off, and the reversing gear operating
the distributing valves for compressed air to the cushioning
cylinder would be put in the astern position. The conditions
would then be exactly the same as when a steam engine
was reversed from ahead to astern, compressed air from the
receiver taking the place of steam from the boilers.
Mr. F. M. Timpson agreed with Mr. Cummins that the
two-stroke engine was the most suitable for marine work,
seeing that it was the simplest in construction and easiest
to reverse. He also was of opinion that the two-stroke
engine was not so economical as the four-stroke, although
in small powers he had known two-stroke engines give
more economical results than four-stroke. For small powers
he did not think crude oil very advantageous. Where there
was unskilled labour it created more difficulty and cost more
in upkeep. The general tendency was not to increase the
size of cylinder, but to increase the number, although he
understood that very large cylinders were being built by
firms on the Continent.
Mr. E. Shackleton said that the practice of using a long
exhaust pipe and a partial vacuum, referred to in the paper,
was. he believed, almost entirely abandoned. The cushioning
advocated by Mr. Cummins was a matter which had not
received much attention from builders, and, presumably, it
was not found of great advantage. Bituminous fuel, in
his opinion, was superior to crude oil, unless the latter could
be obtained at a very low figure. The two-stroke engine
was without question much more extravagant than the four-
stroke.
Mr. Jas. .\darason (hon. secretary) said he understood
there were boats on the .American Lakes driven by internal
combustion engines of up to 700-h.p., and referred to the
great advances made in the development of the internal
combustion engine during recent years.
The discussion was reopened on October 17th, when
Mr. F. M. Timp.son gave a comparison between a small
vessel with an oil engine of 90 brake horse-power, and a speed
of 8J knots, and a steam-driven vessel of similar size and
speed. The comparison was taken for a nine weeks' run,
and at the end of that time the result showed a saving of over
^90 in favour of the oil engine. He did not agree with Mr.
Cummins that the pump was a necessity for forcing in fuel
in the two-stroke engine, and the practice of mixing the
charge in the crank case was done away with. He was glad
to see that British firms were beginning to build large engines,
and he knew of one firm on the North-East Coast who would
be prepared in a week or two to undertake work of the magni-
tude of that undertaken by anv of the Continental firms.
Mr. A. Robertson said there were two principal points to be
considered from the marine engineer's aspect — the questions
of reliabilitv and the cost of fuel. The price of oil might be
low in one part of the world, but it varied greatly, and might
be exceedinglv more costly than coal in some foreign ports.
He was aware that the oil engine had reached a good stage
of reliability, but he knew a number of engineers who, while
preferring the oil engine on the question of cost, yet selected
the steam engine for its greater reliability.
Mr. G. W. Newall remarked that he would be interested
to note how the gas or oil engine withstood heavy weather
conditions at sea. Another matter to be considered was
the difficulty which would be experienced in getting rid of
the products of combustion. The odour might become very
apparent. There was also the increased possibility of oil
getting into the bilges, with harmful effects. He wished to
know the comparative weight of the oil or gas plant as
compared with that of the steam engine, and the limit of
power proposed for gas engines in marine work. It would
be a matter of difficulty, in his opinion, to dispose of the
enormous amount of heat generated in the cylinders in large
installations, and this would doubtless cause a great deal of
discomfort in the engine-room.
Mr. J. G. Hawthorn said that to dispose of the products
of combustion would present little difficulty. In some cases
the products of combustion were discharged below the water-
line, and the odour was to a large extent eliminated. The
question of the heat generated was also a matter which
might be overcome by the use of suction fans, as with the
steam engine.
Mr. E. Shackleton stated that the new Hamburg-American
liner was guaranteed to give 3,000 h.p. at a consumption
not exceeding 16 tons of fuel oil per day. The reliability
of the oil or gas engine was beyond question, as in very many
instances on shore enormous issues depended upon the engines
being thoroughly reliable. With regard to the heat generated,
he suggested" that this could be utilized as the motive power
for a central turbine for reversing purposes in large installa-
tions. He considered that 2,000 to 3,000 horse-power would
be the limit of power at the present time for gas engines,
and that tramp steamers, where the question of profit was
the main consideration, would be the first in which the internal
combustion engine would "oe fitted generally.
The meeting'closed with a vote of thanks to the chairman.
The firm of Wailes, Dove & Co., Ltd., who exhibit, in the
Transportation Section of Building No. 48, at the Japan-
British Exhibition, their patent " Bitumastic " enamels as
applied to the ships of the British and foreign Admiralties,
and of the mercantile marine throughout the world, also to
the plant of the chief industrial concerns, railways an<l
municipal corporations in the United Kingdom and abroad,
have been awarded diploma of the highest merit with gold
medal. This firm al.so received gold medals at Genoa, 1905,
Milan. 1906. Savona. 1906, Bordeaux, 1907, Franco-British
Exhibition, London, 1908, for superiority of the anti-corrosive
quahties of their patent " Bitumastic " enamels coverings and
solution.
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
125
KLINGER'S IMPROVED GAUGE COCKS.
TIIME has shown that asbestos-packed cocks have
tilled a place in the category of useful and
efficient fittings which could never have been
attained by metal to metal cocks. In spite of this
utility, however, it must be recognised that wear and
tear cannot be entirely eliminated, particularly at that
spot where the asbestos packing is called upon for its
best and most continuous service, consequently the
functions of the device are not completely satisfactory.
Experience has shown that high-pressure steam and
water, foreign matter present and the chemical action
that is set up, all conspire together to wear away the
comparatively small surfaces which rub on one another
when the plug of the cock is turned while the packing
material itselt has a tendency to gradually wear away
Fig
Fig- I.
all the time. In cocks of known construction mere
slackness can be remedied to a certain extent by the
introduction of more packing, but, hitherto, any wear
of the metal surfaces has entailed the dismounting of
the fittings and their renovation in the engineering
shop.
In order to overcome these grave disadvantages
Messrs. Richard Klinger & Co. have devised a new-
form of construction, which, however, is of a simple
character, although the resultant effect is very far-
reaching from the standpoint of time and money
saving. The mere principle embodied in the con-
struction can be applied to both upper and lower
gauge cocks as well as the blow-down cock, and can
be adopted for valves, test cocks, stop cocks and other
devices when adaptalile.
We will illustrate the construction in the adjoining
diagrams tp simplify the description. Fig. i shows a
pair of the improved gauge cocks fitted to the well-
known Klinger's " Reflex," water-gauge of the
" attachable " pattern, and fig. 2 is a sectional plan of
one of the cocks showing the improved arrangement.
It will be noticed that the cock or valve body is
hollowed out for the reception of a removable inner
cup or shaped lining, the outside of which fits
accurately into the said hollow. This lining is fitted
with the best quality asbestos packing, the plug
working in the centre in the usual manner. By means
of this arrangement whenever the packing becomes
inefficient, the lining with its packing may be readily
removed and a new liner with packing installed therein
can be substituted at a small cost, thus makmg the
whole fitting as good as new. If the plug itself should
become worn also, this can be replaced by a new one,
as all parts are standardized.
It is difficult to overrate the advantages of this im-
provement for the reason that the gauge casing lasts
indefinitely and need never be discarded or even re-
moved from the boiler during its life, the delay caused
by dismounting and sending the ordinary pattern
cocks to be repaired is entirely avoided, and lastly,
any mechanic can effect the change from old to new
in a few minutes at an infinitesimal cost.
Scottish Institution of Engineers and Shipbuilders. —
The Institution of Engineers and Shipbuilders in Scotland
opened its fifty-fourth session on October 25th, when in the
" Rankine " Hall of the Institution buildings, Elmbank
Crescent, the new President, Prof, .\rchd. Barr, B.Sc, de-
livered his Presidential Address before a large turnout of
members. A paper on " The Block Co-efficient " was also
read by Mr. P. A. Hillhouse, B.Sc, of the Fairfield Ship-
building & Engineering Co., Govan. Amongst other
papers which are to be read and discussed during the session
are : " The Detection of Petroleum Vapour or Gas," by Mr.
J. H. Heck, principal engineer-surveyor, Lloyd's Register,
Glasgow : " Boiler Economies as Effected by the Use of
High Gas Speed," by Dr. J. T. Nicholson, Manchester ;
" Design and Construction of Factory Chimneys," by Mr.
A. W. Brown, Belfast : " Internal Combustion Engines," by
Mr. E. Hall Brown, of Messrs. Rodger & Co., Govan ; and " The
Utilisation of Waste Energy in Steel Works," by Mr. T. B.
Mackenzie, of Dalziel Steel Works, Motherwell. Arrange-
ments are being made for holding in the Berkeley Hall on
November iSth — in connection with a conversazione in the
St. Andrew's Hall adjoining — an exhibition of science and
industry consisting of objects of historic and up-to-date
interest in the shape of models, drawings and photographs
relating to engineering and shipbuilding. The proceedings
of the Institution during last session have now been issued
in volume form, forming a compact and thoroughly attrac-
tive and interesting record of the papers and discussions
of the past session. The plan of embodying illustrations
and tabular matter as much as possible in the body of the
letterpress — thus obviating the awkwardness of many large
folding plates — is a taking feature of the present volume, and
the production as a whole reflects credit on the printers
and on the secretary of the Institution, Mr. Edward H.
Parker.
Apexior. — Messrs. J. Dampney & Co.. Ltd., have had a
gratifying letter from a user of their " Ape-xior," who states
that the boiler of a new steamer was giving serious trouble ;
nearly everything was tried to stop the " bleeding," and did
not seem of any use. After giving it one coat of " Apexior "
he had no further trouble with the boiler. Messrs. Dampney
and Co. inform us that " .\pe.xior " compound has just been
specified for coating three boilers of a large new steamer now-
building for Messrs. R. Chapman & Son, and it has al-so been
supplied during the past few months to, among others, the
Allan Line, Atlantic 'Transport Line, Pacific Mail S.S. Co.. etc.
126
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, igio.
THE WHITE STAR LINER OLYMPIC.
ON the 2oth October the White Star leviathan
Olympic parted company with her sister ship,
the Tifamc, on terra Jiriiia, and took to her
natural element. The day was brilliant with sunshine,
and the climatic conditions generally were all one
could wish for. What struck one as remarkable was
that, in spite of tlie fact that the largest ship in the
world was that day being launched, there was practi-
cally no external display of enthusiasm ; the shipyard
of Messrs. Harland & Wolff was much as usual, and
there was an absence of any ceremonial whatever,
giving one the impression that the event was one of
every week's occurrence for example. The vessel has
a length of 882 ft. 6 ins. over all, and a breadth over
the boat deck of 94 ft.; her displacement is 66,000
tons, and her gross register tonnage is 45,000. As a
comparison with the Cunard Company's Maurdania
of 33,000 gross register tonnage, it will be noted that
the Olympic is about 34% larger. The launching
weight was 27,000 tons, and the time occupied from
the start into motion until she was completely water-
borne was 62 sees., the highest speed attained during
the process being 12| knots. The ways were coated
with 22 tons of grease, and so generous was the
surface area allowed that the cradle and ways never
came into contact, but were maintained apart by the
layer of grease. The force of gravity resolved into
the direction of the inclined ways was, just before the
launch, when the ship was maintained in position by
the launching triggers, about 435 tons.
The arrangements in connection with the launch of
a ship do not end with the release of the vessel so
that she may slide down the ways into the water ;
they include provision for checking the way on the
vessel when in the water, as most launching rivers or
basins are more or less limited in breadth, and in the
case of a gigantic fabric like the Olympic the means
adopted will doubtless be found interesting. In the
bed of the river were placed three heavy anchors on
each side of the ship, each anchor being connected by
a 7-inch steel-wire hawser to eyeplates riveted to the
shell plating. There were also placed in the bed of
the river two piles of cable drags, each weighing over
80 tons, connected in a similar manner with an 8-inch
steel-wire hawser. These were all arranged so that
when the vessel was nicely clear of the end of the slip
the drags and anchors acted simultaneously in bringing
the ship to a standstill. As a further precaution the
ship's own bow anchors were stowed in the hawse
pipes, ready for letting go in case of emergency.
Besides being the largest and heaviest vessel ever
launched, the Olympic is undoubtedly also the
strongest. Both in design and workmanship this has
been kept in view, and the most approved structural
arrangements suggested by the ripest experience have
been adopted, and every mechanical device requi-
sitioned to secure this end. Never before in the
history of shipbuilding have such elaborate means
been employed, or such a combination of science,
invention and skill in the production of a ship :
nothing has been left to chance ; everything has been
carefully thought out and skilfully planned, down to
the most minute details, and from keel to truck
the Olympic will be as perfect as human ingenuity and
skill and the most powerful appliances can make a
vessel. The double bottom, extending the whole
length of the vessel, 5 ft. 3 ins. deep (increased under the
reciprocating engine room to 6 ft. 3 ins.), the massive
beams and close framing, the large shell plates, the steel
decks and watertight bulkheads combine to make a
structure of exceptional strength and rigidity. The
hydraulic riveting in the vessel is also an important
factor, the whole of the shell plating up to the turn of
the bilge being riveted by hydraulic power, and an
immense amount of this riveting having also been
carried out in other parts of the vessel — shell, top
sides, decks, stringers, etc. The rivets were closed
by means of the powerful 7-ton riveting machines
suspended from the travelling frames on the gantry ;
and while making the sound, tight connection so
essential in this mighty hull, the rivets studding the
shell plating present a very pleasing and symmetrical
appearance. There are half a million rivets in the
double bottom alone, weighing about 270 tons, the
largest rivets being i^ inches in diameter ; and in the
complete ship there will be something like three
millions, weighing about 1200 tons.
The following particulars are interesting : — The
largest shell plates are 36 feet long, weighing 4J tons
each ; the largest beam 92 feet long, the weight of the
double beam being 4 tons ; the stern frame weighs 70
tons; the after boss arms 73* tons, the forward 45
tons; the rudder 100 tons; the engine crank shafts
118 tons each; bedplate 195 tons; columns 21 tons
each ; the heaviest cylinder, with hner, 50 tons : wing
propellers each 38 tons — finished weights. The
castings for the turbine cylinder weighed 163 tons,
and for the centre (turliine) propeller, which is of solid
bronze, 22 tons.
As already announced, the machinery decided on for
the Olympic and her sister ship Titanic is the combina-
tion of reciprocating engines with a low-pressure tur-
bine, so successfully adopted in the White Star
Canadian Liner Laurentic, this arrangement having
proved the most satisfactory from an engineering
point of view, after comparison with the perlormance
of her sister ship Mcgantic, fitted with quadruple-ex-
pansion engines and twin screws ; the Laurentic's fuel
consumption for the same speed being 147^ less. At
the same time the combined arrangement is most
beneficial to passengers, retaining for them the most
hiohly perfected reciprocating engine on the
" balanced" principle, eliminating vibration, and thus
securing the utmost comfort by the smooth working
of the ship. As there will be accommodation for
about 2500 passengers in all, besides a crew of 860,
this arrangement is in keeping with the well-known
practice of the White Star Line in making the comfort
and safety of the passengers their first care. As some
indication of the extent of the accommodation in this
vessel, it may be remarked that there will be over 20CO
sidelights and windows in the ship ; and, needless to
say, the sumptuous character of the appointments will
be in keeping with the traditions of the firm. Full
advantage is being taken of the enormous size and
spaciousness of the vessel to excel anything hitherto
attempted, both in the public rooms and private
cabins ; and the entrances, the magnificent staircases
and other features will be on a scale of unrivalled
magnitude and excellence, to say nothing of such items
as the swimming bath, gymnasium, palm court, etc.
With regard to the propelling machinery it is
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT
127
interesting to note there are twenty-nine Scotch boilers
having 159 furnaces in all. Of these boilers twenty-four j
are double-ended and five are single-ended, having |
lengths of 20 ft. and 11 ft. 9 ins. respectively, while
the diameter of each is 15 ft. 9 ins. The furnaces
are of the Morrison type, 3 ft. 9 ins. diameter inside.
The working pressure is to be 215 lbs., and it is
probable that this pressure will be mamtained by
natural draught. The funnels are of elliptical
section, 24 ft. x 6 ins. x 19 ft., and the approximate
height above the furnace bars is 160 ft.
The reciprocating engines are in two sets of 15,000
I.H.P. each, one set for each wing propeller. The
high-pressure cylinder is 54 ins. diameter, the inter-
mediate 84 ins. diameter, and the two low-pressure
are each 97 ins. diameter, the stroke in all cases being
75 ins. The crank and thrust shafts are 27 ins.
diameter, the line shaft 26^ ins. diameter, and the
tail shaft 28^ ins. diameter; these shafts are all
hollow, the two former having a 9-in. hole and the
two latter a 12-in. hole therethrough. The revolutions
per minute are to be seventy-five. Each wing
propeller is 23 ft. 6 ins. diameter, and has a steel boss
and three bronze blades.
The exhaust steam turbine has a rotor 12 ft.
diameter, the blades of which range in length from
18 ins. to 25^ ins., and the length of the bladed
portion of the' rotor is 13 ft. 8 ins. The turbine
complete weighs 410 tons, of which 130 tons
represents the rotor. The rotor shaft is 20 ins.
diameter and the tail shaft 22^ ins. diameter, each
havmg a lo-in. hole through it. The turbine is to
run 165 revolutions per minute, and, working with
steam having nine pounds absolute pressure, will
develop 16,000 shaft horse-power. The propeller in
this case is cast manganese bronze, has four blades and
a diameter of 16 ft. 6 ins.
In order to give our readers some idea of the work
involved in the construction of the Olympic, we
illustrate a number of interesting features of the work,
together with views of the actual launch itself.
PACKING ENGINE-DRIVEN FEED PUMP
GLANDS WHILE THE ENGINES ARE
RUNNING.
kinds of disaster, and commence talking about things
which are not founded on fact and about which they
know nothing. If this sort of talk circulates when
the vessel reaches port, untold trouble may be caused ;
so that although inconvenience may be caused, it is
never advisable to stop a vessel for minor repairs,
however inconvenient it may be to do them with the
machinery m motion.
The first thing to do when setting about re-packing
the feed pump glands with the engines running is to
clean the pump ram with paraffin so as to get rid of
any hard grease ; if this were allowed to adhere, the
gland when raised in subsequent operation might
seize on to the ram and either break it or become
broken. The feed water should then be drawn from
the hot well by means of the donkey feed pump, and
IN order to pack feed pump or bilge pump glands on
engine-driven rams when the packing has been
destroyed or worn out on a long voyage, it is, of
course, advisable where possible to stop the engines in
order to get as easy a job as possible. Engineers
will, however, understand the trouble which this
causes, quite apart from the necessity of working the
steam off the boilers so that they will not blow off
when the engines stop, which in turn involves up-
setting the routine of firing and the " killing " of the
fires, there is the trouble in the engine-room of
shutting off evaporators, feed filters, feed heaters and
other accessories. Yet another consideration, which
is perhaps the most important of all, is that if a ship
is stopped at sea the deck people begin to imagine all
United States Metallic Packing. — Referring to the
launch of the White Star hner Olympic, which is described
in an article in the current number, it is interesting to note
that the main engines, the electric lighting engines and the
pumping engines are all to be fitted with United States
Metallic Packing made at Bradford.
m-
J I '^
irti
rrp
T
pumped into the boilers by way of the donkey check
valve. The engine feed pump suction valves or cocks
should then be shut and the pet valves eased. The
nuts of the gland should then be slacked back to the
end of the studs, and two opposite nuts should be
screwed under the flange on the gland to keep it
steady and prevent it from coming down upon the
fingers when the packing is being inserted. Two
opposite nuts will do for this purpose. The studs
should be long enough to allow the gland to stand
out of the stuffing box for the thickness of the packing
when the nuts are slacked backed as indicated, and
there should, of course, be no chance of the pump
cross head coming down upon the gland when it is
128
THE MARINE ENGINEER AND NAVAL ARCHITECl. November, iqio.
on the bottom of its stroke. When the gland is Hfted
up in this way the packing should be cut to length,
nipped in the vice so that it will enter the stuffing box
easily, and inserted turn by turn into the stuffing box.
This, with a little care, can easily be done even if the
ram is working, and when the packing is in place the
nut can be slacked back and the gland adjusted.
After the feed water connections liave been changed
over again the job will be finished.
The Building of the " Thunderer." — Work is pro-
ceeding (lay and night to t-nabk' this battleship to be launched
in December.
We shall be inserting in our journal a scries of articles
on the Refrigerating Apparatus for Marine Transport (illus-
trated) which our readers will no doubt find interesting.
THE DERMATINE COMPANY'S WORKS.
THE subject of rubber and material appertaining thereto
has been so prominently before the public recently
that it becomes one of considerable interest, and a
visit to the Dermatine Company's Works at Camberwell
was suggested by these reflections. On our way we were
reminded that Camberwell has associations connected w-ith
it well worthy of recall. While St. Paul's Cathedral was
underway Sir Christopher Wren dwelt in the district.
OUver Goldsmith, while an usher in a school within the
borough, met Samuel Johnson ; Smollett, too, became
acquainted with the future author of " Sweet Auburn,"
and secured him as a contributor to the " Monthly Review."
Robert Browning, Tom Hood, elder and younger — the latter
living till ninety-two years of age in the district, and
Wilham Black, novehst. are claimed as former residents.
The Right Hon. Joseph Chamberlain was born in the Grove in
1836. The district is said to have received its name from a
The Mill Room.
Construction of New Tr,\ns-.\tl.\ntic Liners in
Spain. — One of the most important questions now being
discussed in Spain is that of building ships for the maritime
communications to be subsidized by the State. The Com-
pania Transatlantica de Barcelona finds it necessary to
repair and increase the number of its ships to comply with
the new regulations made for the shipping lines. Amongst
others it has been decided to acquire ten or twelve large
trans-Atlantic liners to be built in Spain, or the greater
number of them. This will involve the opening of a new
shipyard or enlargement of existing ones, or both, and this
question is now being considered in Bilbao by various large
companies, such as Euskalduna Las Astilleros del Nervion,
Altos Hornos de Vizcaya, Sres Sota y Aznar, Sr. Martinez
Rivas. If this scheme is realized it will prove a solid founda-
tion for the development of ship building on a large scale in
Spain. This, together with the required new railways, will
give new life to the iron and engineering industries.
well, the waters of which were fruitful in healing the decrepit,
and the patron saint Giles devoted himself specially to the
care of such. In " Old and New London" there are many inter-
esting details of the neighbourhood, the small official guide
book {No. 501) published by Mr. E. J. Burrow and Messrs.
Percy Lund, Humphries & Co., Ltd., also contains particulars
of interest to visitors.
The works of the Dermatine Company are situated in the
district of Camberwell, and from the appearance of the sur-
roundings and the neat but unpretentious entrance from
Neate Street, one would not expect to find the well-equipped
factory it was our pleasure to visit.
Upon entering the factory after leaving the oftice premises,
the manufacture of belting is shown in its various stages.
It is of much interest, involving a good length of bencti to
carry the process through. The material is rolled to the
required thickness and width, the edges and body are then
stitched with several rows of good strong thread, to prevent
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT
129
The Belting Shop
The Hose Shop.
130
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, iqio.
lamination. Belts are all guaranteed as made from abso-
lutely new material as a base, no old or second-hand ingredients
being used in the process. Incorporated with the Dermatine is
the best long staple flax for the warp and the strongest
cotton duck for the weft in the manufacture of the belting,
which is adapted for all kinds of works and all climates.
They are specially claimed to be uniform in width and
thickness, stand high or low temperature ; damp or steam ;
are of great strength and longevity ; do not slip on the
pulleys ; do not stretch or laminate.
The moulding shop ne.xt claimed attention, and here we
see tile process of making the special valves for air. circulating
and other pumps, which the Dermatine Co. have placed on
the market with great acceptance and grateful acknowledg-
ment on the part of customers, both for the ordinary style
and for the valves fitted with patent anchor bushes, the
object of which is to strengthen the valve where the greatest
stress and strain come, thus tending to its preservation at
the stud hole where, if not protected by such means, is liable
to split sooner or later. The different types of valves, whether
direct or curved Uft.^as well as the different classes of work
for which valves are used, whether for hot or cold water, for
Pneumatic Ear Pad for Loud-Speaking Naval Telephones.
acid or alkali, for oil or brine, have been carefully studied,
experimented with and the peculiar features of each noted
with a view to discover and supply the most suitable valve
for each. The study appears to have been well repaid, and
it is claimed that given the particulars for which reliable
valves are required, the company can supply them. The
curved lift valve is advocated in preference to the direct
lift one, on the natural plea that the liquid being pumped
through flows with greater ease and freedom, causing less
disturbance of the current in the case of the former. Valve
seatings, buffers, ball valves, Perreaux valves — two or three
lip — bucket rings and Dermatine facings as inserts for metal
valves, and other samples and specimens are made, moulded
and cured to the required hardness or toughness for the
special purpose to be served by each. The curing or
vulcanizing is a process necessitating careful attention to
these requirements.
Proceeding further through the works, we come to the
spacious department for the manufacture of Dermatine
hose. This, like the belting shop, is of considerable length,
and contains the vulcanizing pan over 60 ft. long and the
tray, when drawn therefrom, adds another 60 ft. to its length.
The hose is made upon long iron tubes or mandrels. 60 ft.
being the standard length. A solid layer of Dermatine
covering the mandrel is the first operation, and this layer
forms the inside lining of the hose. Plies of treated canvas
are then pressed on with hand rollers until the hose has
reached the required strength. Another layer of solid Der-
matine is then addeil as the covering. It is then bound
tightly round with cloth of fine texture, and placed in the tray
of the vulcanizer. When the tray is full, it is run in on a
tramway, and the contents are vulcanized. After the proper
period of vulcanization has elapsed, it is taken out, the
binding cloth unwrapped, and the hose is removed from the
mandrel by means of compressed air, and is ready for use.
Dermatine hose is made for several special purposes such
as withstanding the action of sea water, sewage, steam an<l for
conveying liquids either under pressure or suction.
A considerable quantity of suction hose of 6 in. and i 2 in.
inside diameter was supplied in January, 1908, for raising
the ill-fated steamship s.s. Principessa lolanda, which sank
in the Bay of Naples during the launching ceremony in
December, 1907. Illustrations of the capsizing of this vessel
was given in The Maiine Engineer and Naval Architect of July
this year.
,j^ Dermatine is largely gaining favour for use in the form
of solid tubing for conveying acids, alkalies, etc., and among
other goods made by the Company are packings, jointing
rings for manhole doors, hydraulic ram rings, and pump
cups, gauge glass rings, hat packings, canvas hose lined with
Dermatine, hose for conveying carbonic acid gas for chemical
fire engines, trolley wheels, carriage tyres, brake blocks and
an article which specially interested us was a pneumatic
ear pad which the Company make for Messrs. A. Graham and
Co.. the well-known Admiralty contractors, for use with the
latest type of loud-speaking naval telephone.
The Dermatine Company cordially invite engineers to visit
their works, a few hours' notice only being required. They
also invite engineers to communicate with them with a view
to -carrying out any experiments they may wish to make
connected with their profession, or the manufacture of any
article not included in the catalogues.
INSTITUTE OF MARINE ENGINEERS.
AT the premises of the Institute of Marine Engineers on
Monday, October 31st, the presidential address was
delivered by Sir David Gill, dealing with " .\ccuracy
of measurement and the metric system," after references to
the increasing membership, the number and practical value
of the papers and discussions which have formed a feature
of the work of the current session and the various channels
into which the enterprise of the executive has led them for
the general good of the members, the Denny gold medal was
presented to Mr. J. Clark (Leytonstone) for his paper on
" Cylinder losses and adiabatic expansion of steam, with and
without superheat." Awards were also presented to members
in the junior section for papers sent in for competition, also
to an apprentice engineer (open competition) for a paper on
" The feed pump and connections, including the independent
type, with descriptive notes on designs applicable to marine
work," by Mr. G. Turner. The other prize-winners in the
junior section are — Stephen award, Mr. James S. Gander,
for " Notes on the propeller shaft." Ritchie awards- —Messrs.
C. v. Lewis, Robert Riddell and Walter Smith, for "Papers
on the steam engine condenser."
The various meetings to be held in November in connection
with the Institute are as under.
November ist. nominations for office-bearers and members
of Council for session 1911-12. to be received by this date.
Each nomination to be proposed and seconded by members
of the Institute, and to be further supported by at least three
members. November 4th. annual dinner in the King's Hall,
Holborn Restaurant, tickets los. Cd. each. November 7th,
discussion on " Electro-magnetic transmission " and " The
telemotor." November 14th, Fuel test. November i8th,
Bohemian concert on the invitation of Mr. and Mrs. James
Adamson. November 21st. " Indicator diagrams," by Mr.
W. G. Winterburn (member). November 28th, discussion
on Mr. Durtnall's paper " The internal combustion engine."
November, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
131
THE ENGINEERING AND MACHINERY
EXHIBITION, MANCHESTER.
THIS exhibition opened on the 14th October at the City
Hall, off Deansgate, does not close until the 5th of
this month, and judging by the character of the
exhibits, the position of the hall, located as it is at Knott Hill,
one of the busiest centres of industry in the city, the interest
taken and attendance of visitors, we should say it will continue
to attract attention to the last moment. The building is
full both on the ground floor and in the galleries, and many
leading firms have taken space. We are not able to notice
all of them, but near the main entrance is seen —
Messrs. Geo. Rich.\rds & Co.. LTD..Broadheath, who show
air compressors, a heavy boring and turning mill, a universal
facing, boring drilling and milling machine, all being
driven by electric motors. The air compressors are duplex
single stage or single-crank two-stage machines.
Messrs. John Holrovd & Co., Ltd., Milnrow, Rochdale,
show patent hob and worm-grinding machine, a slot drilling
machine, a patent centring machine for turned shafts, a
motor-driven grinding machine, a gear bobbing machine,
screw milling machine, cutter grinding machine and 5 in.
hack saw.
Messrs. Andre Citroen & Co., of London, exhibit a 16 to i
single reduction gear on their system, a double helix having
three sections for equalizing wear when reversing, and a set
of bevel wheels 3 ft. diameter, for transmitting 60 h.p. at 130
revolutions. The gear runs quite silently, due to the shape
of the teeth and their being machine cut. They also have
a .set of i2-in. rolling mill pinions and a lo-ft. spur wheel
weighing three tons, and we are informed that Citroen gears
have been adopted for the steering machinery of the Olympic
and Titanic.
Messrs. R. Klinger & Co., London, show improved
gauge cocks, water gauges and stuffing box packings, a
cutting machine suitable for steam jointing, asbestos, etc.,
also specimens of the firm's well-known jointing.
Messrs. W. H. Bailey & Co., Ltd., Manchester, have a
pair of Davidson's boiler-feed pumps, each capable of deliver-
ing 5500 gallons an hour against 200 lbs. pressure, the same
as supphed to the Prince line of steamers. Also seen here
is a Koster air compressor and Foster reducing valve, stop
valves, sight feed and mechanical lubricators, speed indicators,
speed and pressure recorders, water meters and the usual
run of steam fittings this firm make.
The Dexine Co.. of London, show Warin's patent bucket
for high duty feed pumps, H.P. jointing for superheated
steam. Dexine gauge glass rings, which are said to be sold at
the rate of 70,000 a week, and which do not melt or run
down the glass or become hard. The firm have a consider-
able stock of their several specialities on their stand.
The Cambridge Scientific Instrument Co. have a new
CO.J recorder and an instrument for temperature measure-
ments up to 3000°F., also seen is a mercury thermometer for
superheated steam to register from 30°F. to 1000°. For low
temperatures instruments shown are regulated so that there
is no detriment when freezing. There is also an automatic
temperature regulator for hot water and steam, and the
Fery radiator pyrometer for registering from 500° centigrade.
The Cromil Engineering Co.. Newcastle, show Bam-
bridge's patent flexible shaft, a feature of which is that when
running the operator can start or stop where he is working
and away from the power end. the motor always running,
while by an automatic slipping arrangement it is impossible
for an overload to take place. Three speeds with one pulley
are afforded by a very simple mechanism. Seen also on
this stand are a valve reseating machine, various types of
hand shapers and a dry graphite lubricator. We noticed
also cork coverings for pipes made in sections and various
packings.
The Hoyt Metal Co. show Hoyt's standard babbitt or
anti-friction metal in various qualities, to suit every class
of requirement, it being claimed that the metal is made from
new material and of perfect homogeneity. The Hoyt die-
casting machine is seen for casting solid bearings with oil
grooves complete and requiring no further machining of
any kind.
Messrs. Henry Pels & Co.. London, show for the first
time a machine for shearing joists and channels through at
one stroke. The machine has a steel-plate frame for light-
ness. It shears joists 12 in. by 5 in. in ten seconds. Seen
also are the usual hand-punching, shearing and cropping
machines, which are useful for taking from one part of a ship-
yard to another, and a machine seen here shears and punches
at opposite ends and crops in centre and on any section
without change of blade. A stop motion enables all three
operations to take place at once, or each independently.
We may be able to notice the first of these machines specially
later on.
The Patent File and Tool Co. show the Dreadnought
files which have the merit of .self-clearing and a guaranteed
Ufe of double an ordinary file. By a file-testing machine a
record is shown on a chart of the rate of cutting. In a re-
sharpening machine it is seen there is no effect by the opera-
tion on the temper of file.
The Glacier Metal Co. show specimens of white bronze,
which is recommended for thrust and big end bearings. A
fibrous metallic packing for glands and stuffing boxes seen
on the stand is used on the largest ocean-going steamers,
trawlers and works of various kincls.
Messrs. Princeps & Co., Sheffield, exhibit R. & H. re-
strained piston rings to prevent undue wear on the cylinder
walls. In a double action piston ring lateral and diametric
expansion is allowed for. while a patent wedge metallic
packing gives a universal grip of the rod by springs acting
through a system of inclines. These are said to be used
extensively on large shipping lines.
The Combination Metallic Packing Co. display Robson's
forced feed lubricator, for use at pressures of 200 lbs., and if
sight-feed glass is broken the operation of the pump is not
suspended. In Robson's stop and drain valve all condensed
water is removed, which obviates water hammer or the
usual practice of blowing through. The firm's metallic
packings for rods are fitted to numbers of recent vessels built.
A feature is that these will work for years without inspection,
and are described as very efficient for superheated steam.
The C.M.P. steam whistle control automatically drains tlie
valve, and so prevents moisture escaping when in action.
The C.M.P. jointings for manhole and mudhole doors give
the advantage that they can be used on a rough surface
and repeatedly.
Messrs. Clarke, Chapman & Co., Gateshead, have a
model of Woodeson's patent water tube boiler, a feature of
which is the vertical straight tubes provided for giving easy
release of steam. Also seen here are Admiralty strip resis-
tances for all classes of electrical work, the stand being replete
with photos of all classes of auxiliary machinery, ancl for
which the firm is well known.
Messrs. Wallach Bros.. Ltd., show the Pat valve, in
which there is no stuffing box and a full bore is given. These
are tested to 250 lbs. pressure and are self-clearing and self-
grinding without any effort on the part of operator. Be-
sides jointings for high-pressure steam we saw here an
electrical drilling machine, which will not burn out when
overloaded, and no cut-out is necessary.
The Stern Sonneborn Oil Co. display samples of oils,
greases and lubricator belting bricks and Sternoline tunnel
bricks, which are said to be used on mail boats and in the
merchant .service.
The Rossendale Belting Co., Ltd., show a 132 ft. long
by 40 in wide ^ in. belt to transmit 600 h.p., also a coal-
conveying belt which can be manufactured up to 72 in. wide
and is used by the largest collieries. Their M.A.V. belts for
heavy driving are shown, also samples of hair and leather
belting.
Messrs. J. F. Coates, Manchester, exhibit an 18 ft. clinker
boat fitted with 2 h.p. engine and sohd propeller ; also eight
marine internal combustion engines of the Aja.x type. These
are 2-stroke engines, an air buffer being introduced between
ingoing gases and the hot exhaust, by which it is claimed there
is 15 to 20 per cent, economy. The piston on the engine
operates as a valve, covering and uncovering ports in the
cylinder walls. A Simm's magneto is used, and reversing is
in some cases by a gear bo.x and in others by reversible blades.
Messrs. Schaffer & Budenburg have a run of their
well-known gauges, steam pressure and vacuum recording
gauges, control watches for checking workmen's time, mer-
curial vacuum gauges and barometers, boiler water gauges,
and the latest type of gauge glass protectors , steam whistles and
combined tachometer and pressure recorder, engine counters
132
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
and auto callipers, also an electrical pyrometer for recording
in an engineer's cabin the temperature of boiler flues.
Messrs. Snowdon, Sons & Co. show metallic packing for
steam and water, also their Snowdrift and Sinol lubricants,
as well as mechanical and automatic lubricators.
Messrs. J.\s, Walker & Co.'s stand is near the main
entrance, on which is seen the well-known Lion expanding
steam packing, their various metallic packings, golden
Walkerite jointings and Wallico cones and gauge glass rings.
Messrs. Isaac Storey & Sons, Ltd., show two direct-
acting boiler feed pumps of new design, and fitted with
patent differential valve gear, a combination claimed to be
more economical than the usual types of gear, and which we
may be enabled to describe more fully later on. An auto-
matic boiler feed regulator is seen here, which is said to give
first-class results and keep the water level always within
i-inch without any attention. We saw also a set of motor-
driven air pumps for condensing plant, also a collection of
the firm's well-known specialities in valves and fittings.
Many firms whose names are well known are exhibiting, but
we have endeavoured to select those which have most interest
for our readers, and we can only repeat that at the time of
our visit the exhibition bade fair to have a considerable success
before it.
INSTRUCTION IN "FUEL."
By Mr. J. S. S. Brame.
THE inaugural lecture of the cour.ses of instruction in
" Fuel " was given by Mr J. S. S. Brame, lecturer on
fuel at the Sir John Cass Technical Institute, on
Monday, October loth. The subject of the lecture was
" Power Gas and its Development." The chair was taken
by Professor F. Clowes, D.Sc, past president of the Society
of Chemical Industry, who, in introducing the lecturer,
pointed out the technical importance of the modern develop-
ments of power gas, and referred to the value of the instruc-
tion that is provided at the Institute for the study of the
applications and analytical examination of all forms of fuel.
Mr. Brame pointed out that the introduction in quite
recent years of power gas. whereby the heat units available
in our fuels are converted into work without the intermediary
of the steam engine, has been a factor of immense economical
importance and the extension of this method of applying our
fuel will, in the near future, exercise an even greater influence
in reducing the cost of power and thus enabling us to conserve
our vast, but nevertheless limited, supplies of coal.
The total coal production for 1909 was 263,758,000 tons,
and our annual home consumption some 180,000,000 tons.
It is difficult to estimate how this consumption is distributed,
but we may roughly compute that 45 millions are utilized
for power purposes. 20 millions for blast furnaces, whilst
some 17 millions are carbonized for the production of gas
It is unlikely that the consumption in gasworks will decrease,
but the introduction of the large gas engine is rendering much
of the available power from blast furnace and coke-oven
gas — equivalent to some 1.250,000 h.p. per day — of service,
thus leading to very considerable fuel economy ; indeed, one
English firm is saving about ;{^iooo per week on these lines,
and on the continent the Differgingen Iron and Steel Works
effect a fuel saving of ;£75.ooo in the year.
It is to the demand of coal for power purposes that we
must turn to realize the economies which are possible through
the introduction of power gas. As compared with the steam
engine the consumption of coal per B.H.P. is practically
one-half, and if we could reduce our coal consumption by
nine milUon tons by substituting power gas a national saving
of 20 per cent, on the coal used for power would be effected.
Further, the power gas plant is rendering economically avail-
able for power purposes immense stores of fuel which could
not otherwise be applied. One ton of dry peat, for example,
yields some 1,000 B.H.P. per hour, together with from
70 to 200 lbs. of sulphate of ammonia, worth £11 to ;£i2 per
ton. When it is remembered that in Europe there are some
140 million acres of peat bog. often 14 to 16 feet in thickness,
the utilization of a small portion of the energy here stored up
would effect a large saving of coal for other purposes.
The possibilities of power gas are being rapidly recognised,
as is evident by the enormous advances made in its intro-
duction in large and small works in recent years. Where
gas for heating purposes as well as power is demanded, it
offers so many advantages that its installation into steel
works, shipbuilding firms and similar industries already
amounts to many thousand horse-power.
As regards fuel costs, the efficiency of power gas is ap-
proximately 20 per cent., whil.st with steam 9 to 10 per cent.
is a fair average.
An outline of the general principles underlying the action
of gas plants was then given and the general arrangement of
plant illustrated, the various forms of pressure plants and
suction plants being described.
For small powers suction gas is not a competitor with
pressure gas from bituminous fuels, since gas plants using this
class of fuel are unsuited for small powers by reason of their
higher first costs and working charges.
The pressure plants for non-bituminous fuels offer great
advantages where gas is required for heating in addition to
power. Pressure gas is usually somewhat richer than suction
gas and is more uniform in composition, since its production
is continuous whilst the latter is intermittent. Pressure
systems usually are provided with a holder which enables
more uniform gas to be stored, supplies good gas to the
engine after a stand-by or working on light load, and enables
gas to be distributed to several engines and to furnaces
for heating.
On the other hand, for small power plants only, up to some
250 h.p., the suction gas plant offers so many advantages,
such as compactness, low cost, simplicity of working, that
its rapid introduction throughout all countries is easily
understood. Hitherto the choice of fuels has been limited
to anthracite (the demand for which has greatly raised the
price) and good quality coke. The use of bituminous fuel
with its manifest advantages in the matter of supply and
price has, until quite recently, been impossible, owing to the
difficulty of removing the tar from the gas, but practically
all the leading makers now supply suction plants which it is
claimed work well with such fuels, the general principle
involved being the destruction of the tar by causing the
distillation products from the coal to be drawn through the
hottest zone of the producers where the resulting coke is
being gasified. In Germany suction plants working on fuels
containing sufficient moisture for the producer reactions —
lignite, peat, etc. — have been successfully employed.
In comparing the relative merits of coal gas and suction
gas for small power plants, detailed estimates of cost were
given, which showed that little advantage is obtained by the
adoption of suction gas when cheap town gas is available,
what little gain there is being quite counterbalanced by the
conveniences arising from town gas supply and total absence
of stand-by charges. Above 30 h.p. the advantage of suction
gas. however, rapidly increases.
The success of the suction plant working on bituminous
fuels even of the most unpromising character is now estab-
lished, and the extension of the use of this type of plant is
likely to be very rapid. Systems of scrubbing the gas will be
improved when it is realized that such a process is essentially
not a filtering one. The utilization of the exhaust from the
engine in lieu of steam through the producer has given
promising results, the poor quality of gas being more than
counterbalanced by the higher compressions possible in the
cylinder. The abolition of the gas holder where pressure
gas is required for power purposes only and the control of
production according to demand by fans automatically
working with the engine is almost universal in German
practice.
India Rubber. — It has no doubt been a relief to many
users and manufacturers to see a lowering in the price of
rubber. It seems especially hard upon both that prices
reached so abnormal a stage when the cost of production
appeared to be small enough relatively, even to the former
prices, to yield good profits to producers or shareholders.
The insane rage which recently afflicted the inanv. and
brought not a few into financial difficulties, and some, it is
true, into affluence, led to very trying conditions in the
market which has been gradually returning to a more normal
state, so that it may be hoped the large percentages added
over former prices on accounts may be reduced permanently.
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
133
THE FLEETS OF THE MAIL LINES.
{Fi\'in iiur Own Correspondent.)
The Amalgamation of Fleets.
ANOTHER Company has just been absorbed by the
great Hartlepool firm of Messrs. Furness, Withy & Co.,
The Norfolk & North American Steam Shipping Co.
(registered in December, 1893, with a capital of /200,ooo, of
which ;£i 27,750 has been paid up) being purchased at a price
of 8/- for each / share, payment to be made in five per cent,
cumulative preference shares of the absorbing Company.
The offer was made conditionally on at least one-half of the
capital in the Company accepting the offer of Lord Furness,
who also insisted on the termination of the arrangement
between the Company and its present managers. This
latter stipulation was, of course, made in order that the fleet
might come under the direct management of Messrs. Furness,
Withy & Co. The vessels which will be transferred are : —
Year Place of Builders. Gross
built. building. tonnage.
Crown Point.. 1900 Sunderland J.L.Thompson 5,219
Eagle Point . . 1900 Sunderland J. L. Thompson 5,222
East Point 1901 Sunderland J.L.Thompson 5,254
Montauk Point 1890 Newcastle R. Sb-phenson 4,822
North Point .. igoo Sunderland J.L.Thompson 5,216
Messrs. Furness, Withy & Co. are also credited with im-
portant plans concerning the trade with .\rgentina, it being
said that they are about, in conjunction with the Royal Mail
Steam Packe't Company, to start a line of steamships with
large refrigerating space for the conveyance of chilled meat
from the River Plate. These steamships are to serve not
only British ports, but also several on the Continent, including
some in the Mediterranean and the Baltic.
The Royal Mail Steamship Company,
though meeting with discouragement in official quarters
as to its West Indian Mail services, is bent on breaking fresh
ground in other directions. Besides its arrangement with
the Furness Line, it has entered into one for the further
development of the Bermuda trade — in which, if I remember
rightly, it last season placed one of its more important passen-
ger ships during the press of the tourist traffic. It has now
arranged with the Quebec Steamship Company^ for the
maintenance of a regular service between New York and
Bermuda. New York indeed will apparently assume a large
importance for the future in its itineraries, especially if no
arrangement with the British Government and Post Office
be reached.
An interesting announcement
has been made in the shipping press as regards the future
policy of the Hamburg-American Line in its North .Atlantic
passe'nger trade. The vessels which it has recently placed
in the New York trade have been large and luxurious ones
with a moderate speed at sea. Their express steamer
Deutschland has, therefore, stood alone. Experience with
other Companies — notably the old National Steamship
Company with the America, and the Anchor Line with their
sailings of the City of Rome from Liverpool — has shown
that the public does not care to book by a steamer of high
speed, if there are not opportunities of returning at more
frequent intervals than one steamer alone can afford. So it
is said that the Deutschland is to be divert»-d into the public
yachting business. The Hamburg-.\merican Line has con-
siderable experience in this sort of co-operative travel, and
for some years has devoted a large twin-screw vessel to this
service. It is now said that the present public yacht, the
Oceana, is to be withdrawn, and that the Deutschland is
to take her place.
Comparative details of the two ships may be of interest.
Deutschland. Oceana.
Gross tonnage 16,502 tons 7-859 tons
Length .. .. 66b-g ft. 531-0 ft.
Beam .. .. 67-3 ,, 54'8 ,,
Depth .. .. 40-3 .. 337 ..
Engines.. .. Quadruples, 12 Triples,
cylinders 6 cylinders
Built . . . . 1900 at Stettin, 1891 at Dumbarton,
by the Vulcan Co. by Denny's.
The Oceana, which was built as the Scot for the old Union
Steamship Company, and which made so great a reduction
in the time of the passage between Southampton and the
Caps, was lengthened by Messrs. Harland & Wolff at Belfast
in i8g5.
The Booth Line
is about to inaugurate a system of regular sailings from
Para to the River Plate, there being, it is said, a movement
of third-class passenger traffic in that direction. Moreover
as cargo is scarce in Brazilian ports at the moment, it will
enable the steamers which carry on this service to fill u)i
for Liverpool at Buenos Ayres. It is also announced that
the Houston Line is about to increase its attention to the
Plate trade.
The White Star Line
has announced tliat it will abandon its call at Holyliead
with its Liverpool passenger steamers. The trial of the
advantages of Holyhead as a port of call have thus extended
over the best part of two passenger seasons. During the
season of igog it was tried as an outward as well as an
inward station, but one season's experience satisfied the
managers that the outward call at least was of no advantage.
Now they have reached the conclusion that in neither direc-
tion can a stay be usefully made there.
With a view to the advent of the great White Star liners
Olympic and Titanic to the Southampton and New York
service, there have been ordered from Messrs. Harland and
Wolff two passenger tenders of 200 feet in length. Perhaps
the most interesting portion of the intimation is that which
states that there is a possibility that one of the pair will
be constructed at the Company's Southampton works,
which hitherto have confined their activity to repairing jobs.
The matter is. however, evidently as yet quite undetermined,
as another report states that three vessels — two of them
being these same tenders — are to be laid down on the slip
at Queen's Island vacated by the launch of the Olympic.
The Rush of New Passenger Steamers
is really remarkable. We have the White Star adding the
Titanic and Olympic to its fleet, Cunard's building the
Franconia and Laconia. The Compagnie Generale Trans-
.\tlantic have just had launched for their express service
to New York the turbine-engined steamship France : not
only the biggest vessel of the fleet, but the biggest ship
ever built or registered in France — she is a vessel which will
cost considerably over a million francs ! A million francs
is only ;^40,ooo. Yet the daily press absurdly puts down
the cost at this ridiculously inadequate figure. The Hamburg
Company is building several vessels, including the Stettin
Leviathan, which is to eclipse in size even the new White Star
liners. The Nelson Line is building a whole fleet for its chilled
meat trade from .\rgentine. The Royal Mail Steam Packet
Company is said to have just ordered five large steamers for
the Pacific Steam Navigation Company— the purchase of
whose share capital it has recently completed ; of these
vessels some are to 1 e built at Queen's Island and some on
the Clyde. The Aberdeen Line is replacing the Pericles
with the Themistocles an 1 is addin ; another ship to its fleet.
The P. & O. is adding two new vessels, to be called the Ballarat
and the Bendigo, under construction by Messrs. Barclay,
Curie & Co., to its newly-acquired Lund Line branch, whilst
the details of the two new mail steamers Medina and Maloja,
building by Messrs. Harland & Wolff and Messrs. Caird 4 Co.,
show that they will be far the fine.st ships yet constructed
for the fleet, they will be i 500 tons larger than any previous
vessel, having a length of 550 ft. by 62 ft. 6 in. beam and
39 ft. 3 in. depth. Their gross register will be 12,500 tons
and they will be most luxurious in their accommodation,
fulfilling the new want on the part of the travelling public —
privacy. They will have a number of single-berth cabins.
The smoking-rooms will be on the promenade deck, and there
will also be verandah smoking-rooms.
The Bibby Line have completed their new ship the Glouces-
tershire, which is appointed to leave the Mersey on her maiden
trip to Rangoon on the 2nd November.
The "Balmoral Castle,"
as a King's ship, left Portsmouth on her history-making
vovage on the iith October with the Duke and Duchess of
Connaught, their family and suite. Great alterations seem
to have been made in the vessel to adapt her for the special
service on which she is engaged.
134
THE MARINE ENGINEER AND NAVAL ARCHITECT. November. 1910.
Electric Pans in State- Rooms.
The Judge of the City of London Court gave another of
his extraordinary judgments in the case of Eck v. the Union
Castle Mail Steamship Company at the end of September.
It appears that the plaintiff took his wife and daughter
to South Africa by the defendants' line on return tickets.
Before taking the passage he read a handbook issued by the
Company. Here are contained the words — " the question
of ventilation has been very carefully studied and a most
complete system has been adopted. Electricity is brought
to bear on the cabins, sleeping saloons, etc., by the adoption
of a large number of electric fans." On the return journey
the wife and daughter complained that their cabin on the
Avondale Castle was insufficiently ventilated, and Mr. Eck
got them another room, paying £4. 12s. 6d. for the change.
This sum he sought to recover from the shipowners on the
ground that in view of the words quoted from the handbook
they had been guilty of breach of contract. Judge Rentoul
said that the words in the handbook seemed to him to bind
the Company to have an electric fan in every cabin in every
steamship of their Ime. This is by no means the grammatical
meaning of the words. But that being his view, he, of course,
found in favour of the plaintiffs, though how he could possibly
arrive at such a reading of the sentences quoted passes the
comprehension of every one who is not a judge of the City
of London Court. As lie e.xpressly refused to allow an appeal
the decision stands, but a good deal of sympathy will be felt
with the defandants, who have suffered a very unmerited
slur. Fortunately the Union Castle Line's reputation stands
too high to be affected by such a decision as this.
Mr. Thomas Boumphrey,
sometime general manager of the Cuuard Company, and the
man who gave the idea of the Riverside Station at Liverpool,
died at the close of September. He had lived in retirement
in Liverpool since he gave up his position with the Cunard
Line some fifteen years ago. The idea of utilising the Water-
loo goods tunnel for passenger traffic was as simple as it
was clever, and it may well be said that by making it possible
for Liverpool Liners to offer train to boat facilities to .\merican
passengers he gave a new lease of life to the North Atlantic
passenger trade of the port.
Another important absorption
is that of the Elder & Fyffe's Company by the United
Fruit Company of Boston, which has recently been announced.
Messrs. Elder & Fyffe's have, during the last two years,
disposed of four vessels from their fleet, but, including
small craft, thev still have a dozen vessels left.
The " Kaiser Friedrich."
That unhappy steamship, which appeared as though she
would at last find employment in the new trans-Atlantic
service of the Norwegian-.^merican service, is again on the
market. On consideration the purchasers seem to have
thought it unwise for a new line with a comparatively small
capital to embark so large a portion of its assets in a single
vessel. Especially foolish would they have been to have
placed it in a ship which, from her size and speed, would
necessarily have been a most e.xpensive vessel to run.
The "Lancing."
A paragraph has gone the rounds of the shipping press
telling how the four-masted Norwegian ship Lancing has made
two smart runs across the .Atlantic, coming home from the
Gulf of St. Lawrence to .\rdroisan in thirteen days. It is
interesting to note that this ship was built as the steamship
Pereire for the Compagnie Generale Transatlantique. She
is no less than forty-four years old. But she came from the
famous Glasgow yard of Messrs. R. Xapier l^' Sons.
Messrs. Palmer's and Robert Stephenson's.
The report that the Palmer Company is about to take
over the Stephenson business is of great interest, for the
two yards are so situated as to easily be worked under a
single control, whilst the union would give an added weight
to the important Jarrow Company, which would no doubt
find the great dry-dock useful to it in regard to the con-
struction and repair of ships of the first-class. The idea
seems to be to separate the work of building naval ships
from that of constructing merchantmen, the former being
undertaken in future at Jarrow, whilst merchant-vessels
alone would be built at Hebburn. But it is too early to
discuss details of this kind. We have yet to make sure
thatthe amalgamation will be carried out.
LIQUID FUEL.
ONE of the more important industries connected
with engineering is that of liquid fuel for all
kinds of marine and land use. In view of the
influences now at work, the industry will certainly be
assisted in the great strides it is making, and a great
cheapening of oil fuel should result, with a conse-
quent increased demand for oil fuel systems.
The Lusitama and Mauretania, it is computed, burn
about 1000 tons of coal per day. It is estimated tliat
about 10,000 horse-power is lost per trip, due to
cleaning of fires and tubes, besides all the expense of
bunkering coal and large stokehold staff". With the
adoption of oil fuel a pipe line would connect the
depot with the oil tanks on board. The existing
machinery could be readily adapted to the liquid fuel,
and a great saving of bunker space effected, thus
giving more room for cargo. Oil depots are on the
increase, and already established at many British and
other ports, besides the Admiralty depots.
During the past year the price of this cominodity
has fallen about 30 per cent., and the present oil war
must still further reduce the cost. Its adoption by
various companies who contemplate the building of
large vessels is persistently rumoured, and in these
days of competition and speed its selection must be
merely a matter of time.
The " Kermode System of Liquid Fuel," whose
offices are in Liverpool, state that their system has
been adapted and supplied to all kinds of land and
marine purposes, and at present they have projects in
hand for marine work for over 80,000 horse-power. _
Messrs. Vickers, Sons & Maxim, of Barrow-in-
Furness, have just placed an order with them for an
installation for a ship for the Imperial Chinese Navy.
The latest reports from Canada are to the effect
that steamers on the Pacific coast that use coal at
present are to become oil burners. The advantages to
Naval ships, such as quick raising of steam, absolute
regulation, smokelessness, greater power for weight
and other special features, are too well known to need
mention.
REVIEWS.
Reed's Extra First-Class Engineer's Guide Book. Sunder-
land : Messrs. T. Reed & Co., Ltd. 18/- nett.
The Honorary or Extra Certificate granted to engineers
who devote themselves to study a more advanced course
than is required for the necessary certificates showing com-
petency to take responsible charge of machinery, is one
which all engineers would do well to consider as worthy
of attainment, not only as a possession for its own sake, but for
the mental training which the requisite study for it involves.
At the outset, it is pleasing to note that in this volume
emphasis is laid on the advice, which all true well-wishers
of education will endorse heartily, that cramming should be
avoided in preparation for an examination. The various text-
books which the student should have beside him while reading
up for the examination are named, and the leading lines on
which the study should be conducted are stated in concise
terms, so that the engineer who has a desire to obtain the
certificate can at once see what lies before him, and receive
at the same time encouragement to devote himself to the
task. The official regulations setting forth the qualifications
November, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
135I
and subjects of examination are quoted for the guidance
of prospective candidates, and a summary of the work to
be done in the course of preparation is given ; the laws of
gravity and motion, statics, theory of stress and strain,
beam problems, strength of shafting for marine engines,
heat, combustion, boiler designing and working, theory of
propulsion, rules for wetted surface of ships, and laws con-
necting wetted surface and speed in different types of boats,
theoretical naval architecture, and miscellaneous problems.
Lest any candidate should desire only to devote himself
to the immediate letter of the examination, the paragraphs
in the guide that do not necessitate the attention of such
are enclo.sed in lines, within which the student unwilling to
enter need not do so ; but the information is there for those
who seek to enter and possess the land in a fuller sense,
and for this class of student there is every encouragement
given, a most commendable feature of the guide. The exact
meaning of terms is clearly expressed in connection with the
problems, of which there are 374, fully worked out, explained
and answered. These problems are so clearly expressed
and most of them bear so closely upon what every marine
engineer ought to know, that by carefully following the
arguments of the author, the engineer who has a regard
for his own standing will be a gainer by devoting himself
to a study of the Guide, even should he not have the intention
of aiming for the extra certificate. Many of the problems
remind us of the happy irresponsible school-days that are
gone, when mathematics, statics, trigonometry and physics
held us entranced — lest we should suffer worse things — and
we hail them with a friendly eye, while we commend this
guide to the attention of all marine engineers. There are
appendices A, B, C. D, E and F, embracing the elements
of algebra, logarithms, hyperbolic logarithms, trigonometry,
the calculus and tables of saturated steam. There is a very
useful detailed index at the end of the book. A set of seven-
teen clear plates in a portfolio is included with the Guide,
showing many of the details of main and auxiliary machinery ;
two of the plates show how to lay down a drawing of a pro-
peller, right and left-handed, with either a true or a varying
pitch.
OBITUARY.
David Anderson. — The death occurred on October uth
at his residence, Crosshill, Glasgow, of Captain David Ander-
son, who until last year was marine superintendent of the
City Line of steamers, which line he joined so far back as
1869. Captain Anderson, who was seventy-one years of age,
was born in Johnshaven, near Montrose, where his father
was a shipowner. He first went to sea in his father's sloop
Farmer, and in 1850 he joined the City Line as an A.B.
He was promoted first mate in 1S63, and in 1864, when he
was only twenty-three years of age, he was appointed master
of the City of London. His first steamer was the Ctlv of
Mecca, to which he was transferred m 1874. The vessels
under Captain Anderson's command traded with India, and
during his long association with the City Line he became
one of the best known and most popular captains. In 1895
he left the sea and became marine superintendent of the
City Line, his duties being on shore. He was a nautical
assessor under the Board of Trade, and in that capacity
sat with the Sheriffs in a number of Board of Trade inquiries.
The age limit compelled him three years ago to resign the
position, which he had held since 1896. He retired from
the City Line in September, 1909, and on that occasion he
was the recipient of presentations from the owners, the
captains and officers and the office staff.
John Buchanan. — The death occurred at Glasgow, on
October ijth, Irom a heart affection, of Mr. John Buchanan,
one of the directors of the Buchanan Steamers, Ltd., a
firm which has been connected with the steamer sailings on
the Clyde since 1852, when the deceased gentleman's father
inaugurated the Buchanan steamers. Mr. John Buchanan
qualified as a marine engineer, and at the age of twenty
sailed in one of the Union Company's liners for New Zealand.
He was connected with the New Zealand trade for ten years,
and eighteen or nineteen years ago he settled in Glasgow.
Becoming a director with his brothers in the firm, he took an
active part in the development of the business. Mr. Buchanan .
who was about fifty years of age, is survived by a widow
and familv.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
[From our Own Correspondent.)
DESPITE the fact that the iron-working sections of the
shipyard operatives were locked out from September
jnd, the output of shipbuilding from Clyde yards has
been maintained at almost the normal standard, although
the effect of the stoppage will not be fully felt until later.
During September the output reached to more than the
average monthly figure, and was, in fact, the second best
for the year. The number of vessels launched was twenty-
three, their combined tonnage being 46,950. This is some
5.500 tons better than the output of August, and well ahead
of all other monthly outputs, with the exception of April,
when the figures were twenty vessels of 56,420 tons. The
total output for the nine months of the year amounted to
226 vessels of 342,630 tons, which is an advance on the output
during the corresponding nine months of last year, of sixty-
two vessels and 74,180 tons. The statistics for October
have not yet been made up, but the returns will make a very
small figure and the output for the remaining months of the
year must sharply rise if 1910 is to take its legitimate place
in the general upward trend of the industrial cycle.
Shipbuilding operations on the East Coast of Scotland
yards, on the Forth, Tay and Dee, were for some months prior
to the lock-out experiencing great depression. Just prior to
the lock-out troubles, however, there had been in the matter
of fresh work a return to normal activity, and additional
new work in prospect. During July. August and September
no launches whatever took place in yards on the Tay. and
during July and August none from the Forth. Launches
on the Dee. on the other hand, have been plentiful during
the third quarter of the year, as many as seventeen vessels
of 6,900 tons having been sent oflf the stocks. The output
of the three rivers for the nine months of the year reached
a total of sixty-two vessels of 22,750 tons. The average
tonnage of the vessels launched from yards on the Dee during
the third quarter was as small as 383 tons, accounted for by
the large majority of the vessels being of the trawler and
drifter class. A very notable exception indeed to this order
of things falls to be recorded of the Dee production during
September. On September 6th Messrs. Hall, Russell & Co.,
Aberdeen, sent off the stocks the steamer Intaba, built to the
order of Messrs. John T. Rennie & Son, Aberdeen, intended
for their passenger and cargo service between London and
Natal, whose length is 401 ft. and tonnage 4,700, a figure
almost exactly equivalent to the whole previous month's
output of the Dee. This vessel is the largest steamer ever
launched at Aberdeen.
New Naval Contracts. — Of the five second-class cruisers
of the ' ■ Yarmouth " class which have now been given out by the
British Admiralty (three of which are intended to form units
in our Colonial Fleets), three have been ordered from Clyde
firms : one from Messrs. Wm. Beardmore & Co., Ltd.,
Dalmuir ; one from Messrs. John Brown & Co., Ltd.. Clyde-
bank, and one from the London & Glasgow Shipbuilding Co.,
Govan, the remaining two having been placed with English
builders. These ships will be similar to the " Yaimouth " class,
one of which, the Falmouth, was successfully launched from
the works of Messrs. Beardmore & Co. early in September.
All the successful contractors in this case have built, or are
building, vessels of the same type. Like their predecessors,
they will each be of 5,500 tons displacement, and will have
turbine engines of 22,000 I.H.P. In the case at least of the
vessel ordered from the Clydebank firm, the turbines will be
of the Brown-Curtis type, which have proved themselves in
the case of the cruiser Bristol, recently handed over to the
Admiralty, conspicuously successful. While each of these
vessels will cost about £350,000. most of the large firms who
undertake the heaviest class of naval work are anxiously
looking forward to the settlement of contracts for three huge
armoured ships involving vastly greater expenditure. Two
are to be battleships similar in size and design to the Con-
queror, building at Dalmuir, which has a displacement of
22,000 tons, and will carry ten 13-5 guns, and the third ves-
sel is a fast cruiser of the " Lion" class, the greatest and fastest
war Vessel yet built. For these important contracts five
136
THE MARINE ENGINEER AND NAVAL ARCHITECT. November. 1910.
Clyde firms are competing, namely, Messrs. Scott & Co.,
Greenock ; Messrs. Beardmore & Co., Dalmuir ; Messrs.
Brown & Co., Clydebank ; the Fairfield Shipbuilding
and Engineering Co., Govan ; and the London & Glasgow
Shipbuilding and Engineering Co., Govan. Quoting with
the Clyde firms for this important work are five English
firms, but there is a reasonable confidence in the contract
resulting in the Clyde securing one at least of the three
;£2 ,000,000 ships.
Clyde Torpedo Factory. — Torpedo-making may now fairly
be considered an established Clydeside industry, and in-
cidentally the association of the Scottish river with British
Admiralty affairs is made of a still closer character. The
extensive works erected by the Admiralty on the shore at
the Battery Park to the west of Greenock are now partly in
operation, work at present being confined to the 21 -in. torpedo,
the largest in use by the British Navy. The transfer of
workers from the Royal Arsenal at Woolwich is being effected
gradually, parties of men and their families having been
brought to Greenock just in proportion to the progress of the
new factory towards completion. In all, the total transfer-
ence to date comprises 528 adults and 144 children. Not-
withstanding tliis, it is understood that the staff remaining
at Woolwich is still sufficient to carry on the work there
without very much decrease in the output.
Shipbuilding for Foreigners. — The building of ships for
foreigners ni the several British centres is fast becoming a
rare if not a lost branch of the shipbuilding industry. On
the Clyde, however, two vessels of large dimensions and
high-class character are being completed to foreign order.
One is the Kursk, built for a Russian company, by Messrs.
Barclay, Curie & Co.,Whiteinch, and the other is the Preussen,
built for the Hamburg-American Co., by Messrs. John Brown
and Co., Ltd., Clydebank. She is a cargo steamer of about
.S,ooo tons, having a deadweight capacity of about 12,000
tons. A goodly-sized steamer is now being engincd at
Dundee owned by a Scottish Company but the hull of which
was built in Holland. A contract just made for another cargo
steamer by a Glasgow shipowning firm is a curiously inter-
national affair, the vessel being for Glasgow owners, but
ordered through a London agency from a Dutch firm of ship-
builders, and the engines for which are to be made and
supplied in South Shields. The vessel is to carry about
2,000 tons deadweight, and is to be ready for delivery in
the .spring.
Messrs. The Fairfield Co., Govan, and Messrs. John Brown
and Co., Clydebank, have each received from the Royal
Mail Steam Packet Co. an order for a steamer of 10,000 tons
(of which five in all have been ordered, three going to Messrs.
Harland & Wolff, Belfast), which are those required in con-
nection with the amalgamation of that line with the Pacific
Steam Navigation Co. and the railway extensions in South
America.
Messrs. Wm. Hamilton & Co., Ltd., Port Glasgow, have
contracted to build two shelter-deck steamers, each of about
6,500 tons gross, for the Stoomvaat Maatschappi Nederland
of Amsterdam. The engines for the vessels will be supplied
by Messrs. Dunsmuir & Jackson, Govan, the contract speed
lieing 13 knots.
Messrs. A. Rodger & Co., Port Glasgow, have received an
order from Mes.srs. Easton, Greig & Co., Glasgow, to build a
steamer of 6,400 tons deadweight. Mes.srs. Rodger have
also received an order for a steamer of 8,500 tons deadweight
from the Dollar Steamship Co., of San Francisco. Messrs.
Rodger & Co. finding the entrance to the Port Glasgow
Harbour basin, into which their vessels are launched, some-
wliat inadequate in width for the vessels they are now called
upon to build, have prevailed upon the Harbour Trust to
agree to the entrance being widened. This work will be
proceeded with at once, and the cost will be defrayed by
Messrs. Rodger & Co.
Messrs. Russell & Co., Port Glasgow, have secured a
contract to build for the New Zealand Steamship Co. a twin-
screw steamer 500 ft. in length which will be the largest ever
built in Port Glasgow. She will be specially designed and
equipped for carrying frozen meat and general cargo between
this country and New Zealand, and will be fitted with machin-
ery by Messrs. David Rowan & Co., Glasgow, Messrs. R,ussell
not being themselves engineers.
Messrs. The Greenock & Grangemouth Dockyard Co.,
Grangemouth, have contracted through Messrs. Edward
Lawrence & Co., Liverpool, to build two coasting passenger
steamers for the Bombay Steam Navigation Co., for next
season's work. The vessels, which will be built to Board of
Trade requirements, will be handsome, substantial boats of
good speed, with awning decks, and all the house and cabin
work will be of teak. Machinery will be supplied by Messrs.
Dunsmuir & Jackson, Govan Engine Works, Glasgow.
Messrs. John Hastie & Co., Kilblain Engine Works, Greenock,
continue to install in merchant ships, built on the Clyde
and other centres, steering gears of their well-known manu-
facture. On one day last month no fewer than three vessels
which were running their trials at the same time had steering
gear of Messrs. Hastie & Co.'s make. The vessels were the
Princess Adelaide of the C.P.R.Co., the Chindwin of Messrs.
Patrick Henderson & Co.'s line, and the Chilka of the British
India Steam Navigation Co. Messrs. Hastie & Co. are at
present engaged upon the gear for the new Orient Line
steamer now under construction in the Clydebank works of
Messrs. John Brown & Co., Ltd. In this connection it is of
interest to state that Messrs. Hastie & Co. are constructing
for the same steamship an auxihary steering gear of a tj-pe
entirely new to steamships of the mercantile or the naval
marine. This is the Hele-Shaw-Martineau patent steering
gear, the first set of which put to practical service is that
installed in April this year on the steam yacht Albion, and
which has given entire satisfaction. The gear being prepared
for the Orient liner will, it is understood, be used at first
mostly as a substitute for the regular gear on board where
navigation is not difficult, and on straight open-ocean runs.
By its employment in this way the patentees and makers, it
is believed, guarantee a very substantial reduction in the
amount of coal consumed on the voyage to and from the
Antipodes.
Messrs. John Cran & Co., engineers and shipbuilders,
Leith, who some time ago turned out two notable httle vessels
in the shape of Trinity House pilot ketches for use in the
South, have recently received an order for a motor launch
for the Thames Seamen's Mission. Like the two Trinity
pilot craft, the vessel will be propelled by paraffin engines of
the Beardmore type. She is to be 57 ft. long, 11 ft. 6 in.
beam, and will be constructed throughout of steel to Lloyd's
A river class. As she will rely solely on her propelling
machinery for her means of progress, her engines will consist
of a 75 h.p. four-cylinder Beardmore set consuming paraffin.
Amongst other orders being executed in the Beardmore
paraffin engines are four sets, of 9 h.p. each, to be installed
in two Mexican tug vessels to be propelled by twin screws.
TYNESIDE AND WEARSIDE.
{From our Own Correspondent.
Tyneside.
WITH the incubus of the shipbuilders' lock-out upon
the whole industry, the volume of noteworthy events
during the past month has enormously diminished.
It is fortunate that at the moment of writing the result
of the ballot is anticipated to be satisfactory to the resumption
of normal work.
Sir Andrew Noble. — If, however, there is not much work
going on at present, we can find satisfaction in contemplating
the work of the past, and on the 23rd of September the
people of Newcastle honoured Sir Andrew Noble and them-
selves by bestowing upon him, the freedom of the city in
commemoration of fifty years' association with the Elswick
firm. Sir William H. Stephenson made the presentation,
and both at the ceremony and the subsequent dinner many
words of appreciation of Sir Andrew Noble's distinguished
services were spoken. On the same day the King of Italy
conferred on Sir Andrew the Grand Cross of the Crown of
Italy.
Messrs. Armstrong, Whitworth & Co. — Active operations
are now taking place in the clearing of the ground at Walker
for the below-bridges site, and excavation lias also begun.
The existing level of the ground is to be reduced some 70 or
November, 1910. THE MARINE ENGINEER AND^NAVAL ARCHITECL
137
80 feet, sloping down to three or four feet above lugh-water
level. About 4,000,000 tons have to be moved by the con-
tractors, Messrs. Edmund Nuttall & Co., of Manchester.
Some correspondence has taken place between the firm and
the River Tyne Commissioners, who are the lessors, concerning
a restrictive clause regarding the height of buildings, but
in every probability this clause will be waived.
Palmers' Shipbuilding & Iron Co., Ltd. The annual
general meeting of shareholders held during the past month
revealed causes for optimism m spite of the present stagnation.
The turnover is greater, the management is efficient and
the corner seems to be turned. The turbines for the Hercules
are now in course of construction, and good progress is being
made in the ship itself, so that it is probable that it will
be delivered to the Admiralty within the contract time if
the deadlock is settled. The steel works are also doing
well.
Messrs. R. Stephenson & Co.— There are persistent rumours
that the Hebburn shipyard of this Company will shortly
be acquired, if the transfer is not already effected, by the
Palmer Company. The reason assigned for this movement
is that the mercantile work of the Jarrow firm is to be trans-
ferred to Hebburn, the Palmer yards being brought up-to-date
to deal with Admiralty work. The dry dock attached to
the Hebburn yard will naturally be a very valuable asset
in such a scheme.
Messrs. Swan, Hunter & Wigham Richardson, Ltd.—
Although the operations of this firm have been very much
interfered with during the past month, there is plenty of
work in the yard to be done when the men come back to do it.
Previous to the lock-out the progress that was being made
on the Laconia was phenomenal, the building of this 18,000-
ton Cunardcr being pushed forward at record speed.
Messrs. Hawthorn, Leslie & Co.— If this firm is feeling the
results of inaction at present, its future seems very good.
It has booked another Admiralty order, this time for the
turbine machinery for one of the battleships now under
construction at Devonport. The engines are to be of the
Parsons type, capable of developing 31,000 H.P. at the
propeller shaft in order to develop a speed of 21 knots on
the boat. They are also busy with a similar set for the
Monarch, now being built at Elswick. Work is also being
finished on a Booth liner of 6,100 tons carrying capacity
which was recently launched. The North-Eastern Marine
Engineering Co., Ltd., of Wallsend, have the order for the
engines in hand.
Messrs. Parsons' Marine Steam Turbine Co. — This firm
has received a duplicate order from the Admiralty to that
mentioned above, for the battleship now under construction
at PortsmoutR.
Sir William Stephenson.— In view of the gi'eat services
Sir Wilham Stephenson has rendered to the commercial
comnninity, the Newcastle Exchange has decided to place
an oil-painting or bust on the Exchange.
Mr. Malcolm Dillon. — This gentleman, who has been so
intimately associated with Messrs. Palmer's works at Jarrow,
has been appointed to superintend the shipping and commer-
cial interests of the Marquis of Londonderry.
Blyth.— -A. fire occurred at the Blyth shipyard during
the past month, but was fortunately extinguished fairly
early. The Blyth Harbour Commissioners have fixed an
acetylene safety buoy at the entrance to the harbou-r.
Launches.— The stagnation may be judged by a report
in the North Mail that during September only six vessels
have been launched on the Tyne, compared with twelve
last September. The total this year is sixty-seven compared
with eighty-one in a similar period last year.
Wearside.
The distress on Wearside due to the lock-out is considerable,
many allied trades being affected, and society pay being in
some instances not forthcoming. The shipbuilding and
similar operations going on are insignificant.
River Wear Commissioners.— The chief interest pertaining
to the affairs of this body during the past month has been
the election of representatives of the various interests, in-
cluding the coal-owners and ship-owners.
Messrs. William Doxford & Sons, Ltd.— This firm has
received an order from the Clan line of Glasgow for a vessel
to be engaged in the Glasgow, Liverpool and Eastern trade.
THE TEES AND HARTLEPOOLS.
(From our Own Correspondent.)
Whitby.
The International Steamship Line, Messrs. C. Marwood
and Co., managers, have sold the s.s. Cambria for about
;£8,ooo.
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard,
are reported to have secured an order for a steamer for Liver-
pool owners. The yard is practically at a standstill on
account of the strike.
They have secured the contract to repair the s.s. Bull
which has had her stem badly damaged when in collision
with the s.s. Topaz in the Tees last month. The contract
price is about £5. 600.
Messrs. W. Harkess & Son report nothing new during the
month ; they are fairly busy taking all things into con-
sideration. Prices remain very low.
Messrs. Richardsons, Westgarth & Co. keep fairly busy.
They are reported to have secured the contract to supply the
engines and boilers for a fruit boat to be built by the Goole
Shipbuilding & Repairing Co., Ltd. They have also
secured the contract to supply the engines and boilers for a
steamer to be built locally for the EUcrman Line, Liverpool.
They have a fair amount of work in their speciality de-
partment.
Messrs. Smith's Dry Dock Co. are to repair the s.s. Topaz,
of Glasgow, and are busy with other work on hand.
Stockton and Thornaby.
The strike has affected the entire district, but enquiries
are in the market for two or three steamers, and altogether
there is a brighter outlook.
Messrs. R. Ropner & Son have recently launched the s.s.
Artemis for Messrs. Chris. Michelsen.
Messrs. Richardson, Duck & Co. are reported to have
secured the contract to build two cargo steamers, and will be
busy when the strike is settled.
Messrs. Blair & Co. are reported to have ordered contracts
for three sets of engines and boilers for steamers to be built
locally, and are busy with present contracts.
West HartlepooL
Messrs. W. Gray & Co. are reported to have secured no
less than five orders for cargo steamers during the month,
which, with the work in hand, will carry them into 1912.
They also keep busy in the repair department.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Yard, are reported to have secured the contract to build a
steamer for Messrs. Lund & Marwood, of Whitby and West
Hartlepool. Thev have on hand a steamer for Messrs. J.
A. A. Van Mees, Rotterdam, but have nearly stopped owing
to the strike ; they however keep busy in the repair de-
partment, and have a number of enquiries on hand, one of
which is for a twin-screw steamer for Liverpool owners.
The Central Marine Engine Works are busy with work
on hand, and are reported to have secured the contract to
supply the engines and boilers for the five steamers to be
built by Messrs. W. Gray & Co.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Middle-
ton Yard, are reported to have secured a contract to build
a cargo steamer for the Beaton Shipping Co., Messrs. Alhson
and Co. managers, similar to the s.s. Ada. They have also
the s.s. Bull in dry dock having salvaged her after she was in
colhsion with the s.s Topaz in the Tees.
Messrs. Richardsons, Westgarth & Co. are reported to have
secured both contracts for the engines and boilers for the
cargo steamers to be built by Messrs. Irvine's Shipbuilding
Co. They are also busy, especially in their speciality de-
partment.
The s.s. Parisiana, belonging to Messrs. Furness. Withy
and Co., has been sold to the Empire Transport Co., London.
The s.s. Ingram, built by the late firm of E. Withy & Co., is
reported sold to foreigners. The s.s. Lobelia, belonging to
the Lilly Steamship Co., is reported as sold, and is being
replaced by a boat to be built by Messrs. W. Gray & Co.
138
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
THE HUMBER AND DISTRICT.
(From our Own Correspondent.)
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.—
have nothing much to report, owing to tlu- lock-out. Business
is quiet in tlie shipbuildnig department, but the engme works
are fairly employed with both new work and outside repairs.
The new steamer Blackbuni will be handed over to her
owners, the Great Central Railway, directly after her trials.
Messrs. Cooper & Co., Neptune Engine Works, are fairly
busy with repairs. They have two steamers in dry docks,
goiiig under extensive repairs which will amount to a large
sum. Their two dry docks are well booked ;up for
coasting steamers undergoing repairs, and the branch shop
at the .Xlexandra dock is also well employeil in repair work.
The North-East Coast Engineering Works are steadily
gaining ground and have been (airly busy during last month
on the following steamers ; — s.s. Scandinavian, s.s. Bernicia,
s.s. Belinda, s.s. South Wales, s.s. Garfield, s.s. Moorfields,
s.s. Riverton, retubing main boilers and deck and engine-
room repairs. The s.s. Ben Vrackie has been fitted with new
H.P. cylinder cover, and engine-room and deck repairs done.
Messrs. Amos & Smith, .\lliert Dock Works, have booked
several sets of machinery for Grimsby owners, but they
have had to refuse several large ships for extensive repairs
in dry-dock work, owing to the strike. They are also supplying
two sets of engines for ships being built in Russia. The
branch shop at Alexandra Dock has been fairly well employed
with engine repairs.
Messrs. Woodall & Co., engineers and boilermakers, have
had a fair month with engine and deck repairs, and their
patent ffandibloc is in great demand for at home and abroad,
some very good orders having been booked.
Messrs. C. D. Holmes & Co., engineers and boilermakers,
are booking fresh orders for machinery for Grimsby and
Hull owners, and several orders have come in for centrifugal
pumps and compound winches. Their main works in Alfred
Street, and at the boiler-shop, are fully employed with repair
work. The branch shop, situated at Alexandra Dock, has
had a fair month in dry-dock work, also with propeller and
engine work repairs.
Thomas Tate, engineer and boilermaker, Dryport, has
had in hand the engine-room and deck repairs of the s.s.
Norniaiidv, s.s. King, s.s. Edith, and several local tugs.
The schooner Adolph Gajnai has been in for deck repairs.
Messrs. Cochran & Sons, shipbuilders. Selby, have been
very successful in booking several orders for Grimsby and
local owners.
Messrs. Cook, Welton & Gemmell, shipbuilders, Beverley,
have Ijooked several orders for new- trawlers, but on account
of the lock-out things are quiet at the yard. .\ trawler was
recentiv launched for a Grimsby owner.
The Hull Central Dry Dock' & Engineering Co., Ltd. —
Besides their own dry dock being employed, with the s.s.
Irvine, a L. & Y. Ry. steamer and the s.s. Ilissette going under
extensive repairs, the Company has also had the s.s. Aislaby
and s.s. Persia in the Hull and Barnsley dry dock (.\lexandra
Dock) under engine-room and deck repairs. The Company's
clrv dock is well booked ahead, and the fitting shop is well
employed.
Indi.-x Rubber Goods. — The crude material from which
the finished products of the manufactory are made is rubber
as a base — Para for the finer class of goods which enter into
the economy of the engine room, as valves, jointing material
and other articles which require to be of the highest quahty ;
and other kinds for the manufacture of general goods for which
this style of rubber suits equally well and in some respects
suits bettor. The raw rubber is treated in the following way.
In the first process it is subjected to the crushing by means
of rollers and the cleansing by hot and cold water until all
the impurities are eliminated, by which time the lump is trans-
formed into a thin sheet. The sheet is removed to the
drying-room, where it is kept for a time at a constant tem-
perature. The sheet is now greatly enhanced in value, due
to the work expended upon it. and the drying-room presents
an appearance of great interest, besides suggesting a calcula-
tion as to the value of the hanging sheets, the colours revealing
the locality which gave birth to the producing tree. After
being subjected to the atmosphere of the drying-room for
the requisite time, the sheets are folded and stored on racks
ready (or service.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{ From our Own Correspondent.)
Messrs. Day, Summers & Co., Ltd., Northain Iron Works,
Southampton, have lieen notified that the steamer Don
Carlos, recently built (or Liebig's Extract of Meat Co., has
made an excellent voyage to South .America, where she will
be engaged in the coasting trade. This vessel has a hold
capacrtv of 300 tons and accommodation for twelve passengers
on deck, including dining-saloon, bath-room and state-
cabins, all of which are finished in white enamel. The vessel
is lighted by electricity, and electric fans are fitted in the
cabins, etc. The propelling machinery consists of a set of
triple-expansion engines, having cylinders 14 m. by 22 in. by
^■j in. diameter, and 27 in. stroke. The contract speed of
1 1 knots was easily secured. Yachts and pleasure steamers
are taking up their winter quarters, and the following work
is in progress. P.s. Balmoral has been on the slip, and is
now on the mud completing her survey. Early this month
the p.s. Lorna Doone will go on the slip for general overhaul,
etc. The following yachts were undergoing survey last
month: — Alberta 1,300 tons; Medusa, 630 tons; Catania,
670 tons ; and Puscarnra, 650 tons. The latter yacht has
been sold to Spanish owners, and as soon as survey is com-
pleted will fit out. Extensive repairs have been carried out
on board Messrs. Topham, Jones & Railton's dredger Devon,
and their hopper Maxwelton is undergoing repairs. The
new loo-tons sheer legs for Aberdeen have successfully
passed their tests. These legs were erected complete in
less than five months from date of order. .A start has been
made on the Instructional Turrets to the order of the
Admiralty (or Chatham. Devonport and Eastney.
Atlantic Winter Sailings from Southampton.— Commencing
in December the .Atlantic sailing list will be curtailed, and
the service will not be in full swing again until .April. The
Teutonic and Majestic will lie up, but the Oceanic and .4 driatic
will remain on the active list. The St. Paul and Philadelphia
will take the Wednesday sailings, whilst the steamers of
the .Atlantic Transport Line will take the Saturday sailings,
beginning with the Minnetonka on December loth. There
will be one vacant Saturday sailing date m each month.
The Minnehaha, which has been in the hands of Messrs.
Harland & Wolff for several months undergoing extensive
repairs and refitting, left the Trafalgar Dry Dock last month,
and, after coaling, proceeded to sea. The dock will now
be given over to the contractors, Messrs. Topham, Jones and
Railton, who are to lengthen and widen it so as to easily
accommodate the Olympic and Titanic. This work will
occupy several months.
New Services. — In addition to the new services announced
in our September issue, another is about to be inaugurated in
connection with the chilled meat trade from South America.
This service is to be maintained by the vessels of the Houlder
Line, who intend running a (ortnightly service from the
Plate to Southampton. Previously these boats have pro-
ceeded direct to London, but according to the new arrange-
ment Southampton will be the first port of call and London
the terminal port. The Meat Companies at the back of this
new undertaking are the Frigorico .Argentino and the Com-
pania Sansmena de Carnes Congeladas, who have decided
to make regular shipments by the Houlder Line steamers.
The cold storage accommodation at Southampton is on a
very large scale, in fact the store is one of the largest in the
Kingdom, having hanging facilities for about 15-20,000
quarters of chilled beef. The first consignment is expected
early this month, and the Companies will then enter into
serious competition with the .\merican and .\nierican-.\rgen-
tine Companies at present serving the South Coast.
Messrs. J. I. Thornycroft & Co., Ltd., Woolston Works,
Southampton. — H.M. Ships Lame, Lyra, Martin and
Minstrel : — The Lame had a satisfactory trial under weigh
about the beginning of October, and the official trials will
be completed early this month. The Lyra was launched on
the 4th October, and rapid progress is being made with the
remaining two vessels. H.M. Ships .icheron and .iriel : —
-A start was made last month with the riveting of the frames
on the Acheron and the keel-laying of the .4riel was also
completed last month. Firefloat Gamma : — The motors are
being fitted on the above vessel. Paddle-steamer .4rabia : —
November, iqio. THE MARINE ENGINEER AND^jJAVAL ARCHITECT^
139
The shell plating of this vessel is completed, and the paddle-
boxes and sponson houses are erected. Motor-tank barge
Rocklisht of London .-—The shell and deck plating of this
vessel are now completed. Launches: — The first of the
63-ft. motor-boats was launched last month, and will shortly
rim her trials. Work is progressing rapidly on the 60-ft.
twin-screw steam launch. New orders :— Orders have been
received for a 36-ft. steam launch for police service in Ceylon,
also for a 70-ft. barge for dockyard service. Repair work ; —
The Repairs Department have been well occupied during
the past month with work on various troopships, yachts and
commercial vessels.
THAMES.
and which included a direct north and south tramway service
over the new bridge.
The Warship at Blackfriars. — The sloop Buzzard, which
has been for so many years a feature of the river off the
Thames Embankment, is to be removed and replaced by a
frigate, the President, which being a larger vessel will enable
more guns to be mounted and more men of the Royal Naval
Volunteer Reserve to be accommodated.
{From our Own Correspondent).
Thames Ironworks Co. — This firm have, we understand,
been invited to submit a tender for another battleship of the
■■Dreadnought t>'pe," part of the programme for 1910-11. The
Thunderer, which is now being constructed at the works,
will, it is hoped, be ready for launching in December. Tenders
have already been sent in for two armoured cruisers and for
two torpedo boats in the forthcoming programme, the con-
tracts for the former of which are expected to be placed
almost immediately. With the progress being made with
the present vessel there is some reason to hope success will
attend the efforts being made to secure further naval work
here.
Shipping Co. 's Affairs. — Probably the largest cheque ever
drawn for steamship purchase is that made out by the Royal
Mail Steamship Co. for the purchase of the shares of the
Pacific Steam Navigation Co. It was for a sum of j;;i,347,825,
and is the ending of the negotiations entered into a few
months ago and which met with the approval of the pro-
prietors of both companies. The increase in size of the mail
boats leaving the port of London of recent years is well
known, and afurther advance is imminent as the two boats now
on the stocks for the P. & O. Co., the Maloja and the Medina.
are to be 12,500 tons, which is seen to be an increase of 1500
tons over the Morea, the largest of the vessels at present run-
ning in the Company's service. The two new boats will follow
in general the lines of the existing vessels, but will have certain
novel features. The smoking-room is raised a deck higher to
the promenade deck, and a verandah cafe added, a new feature
in P. & O. boats. More room will be given for promenading
by the hurricane deck being carried forward, giving additional
cabin accommodation. Two boats are being built by theCom-
panyfor their service to Australia wza the Cape, the Ballarat
a.nd Bend igo. which -will each be of 1 1 ,000 tons. These vessels
will carry third-class passengers only and will be ready for
service at the end of next year. Messrs. Geo. Thompson
and Co. have had a new steamer, the Themistocles, launched
from Messrs. Harland & Wolff's. This vessel is 516 ft. long
by 62 ft. beam, and is intended for the firm's Australian
passenger and cargo service, one whole deck being devoted
to single-berth cabins. Messrs. J. T. Rennie & Co. intend,
in their new steamer the Intaba, to carry a number of mid-
shipmen , for whom special accommodation will be provided , and
the training will be for four years, a premium of 100 guineas
being paid. The idea, no doubt, is that the youths shall
equip themselves under the Company's au.spices for employ-
ment in their fleet of steamers. The Intaba is due to begin
her maiden voyage before this year is out.
The New Thames Bridge. — An amended scheme has been
placed before the City Corporation for the new St. Paul's
Bridge and the reconstruction of Southwark Bridge, the
former of which will cost about ;£i,646,983 and the latter
,£261,000. but as the County Council has limited its con-
tribution to the former to £300.000, the construction on the
north side of the river is likely to be somewhat curtailed.
One of the proposals at present under consideration in con-
nection with the scheme is the provision of a swimming bath
on the river, presumably under or near the new structure.
Southwark Bridge will be widened to 80 ft., while St. Paul's
Bridge will be 80 ft. wide, increasing to 105 ft. at the northern
approach, which is to end at Cannon Street. The City
Corporation is now understood to undertake the whole cost
out of the Bridge House Estate Fund, having apparently
refused to accept the County Council's offer of ^300,000,
considering it inadequate for the scheme as originally outlined
MERSEY AND MANCHESTER SHIP
CANAL.
(From our Own Correspondent.)
WITH prospects of an early settlement of the labour
troubles, together with the placing of new Admiralty
and merchant work, and the new docks con-
templated by the Dock Board, an era of prosperity seems
to await the Mersey port and district. It is only fitting that
a fair proportion of the world's shipping should have its
origin m this truly great shipping centre.
Messrs. Cammell, Laird & Co. — For some weeks past the
effect of the lock-out has been felt to some extent, and along
with the other shipbuilding firms in the Federation work has
been somewhat retarded. The Racoon left Birkenhead for
Portsmouth on October 1 5th. The large floating dock is
now beginning to show its proportions, and construction is
being rapidly pushed forward. The machinery for the
Blonde is now mostly on board at Pembroke, and it is ex-
pected that this vessel will be ready for steam trials early
in December. The new destroyers. Lapwing and Lizard,
are being rapidly advanced, and the two tenders for the
submarine depot ship recently ordered from Messrs. Cammell,
Laird & Co. are also well in hand, and will help to give em-
ployment to a number of hands. Another important Ad-
miralty order has also recently been secured in the shape of a
cruiser of the improved " Bristol " type. The three fast de-
stroyers for the Argentine Government are making good
progress, and it is hoped that this firm may secure its share
of the new work now in the market for various South Ameri-
can States. The Sarnia is nearing completion, and will
shortly join her sister ship the Cr^sarea on the London and
South-Western Co.'s service from Southampton. The
Highland Brae will shortly be ready for trial, while the other
two boats also for the Nelson Line are nearing the launching
stage. The Snowdrop commenced running on the service
on October loth and both boats are proving very satisfactory.
Extensions and additions to the already extensive plant are
always being made, and it is the evident intention of the
directors to maintain the facilities for both new and repair
work to meet the most exacting requirements. The Liver-
pool steam fishing trawler Smew has been m for new propeller
and rudder. The Johnstone liner Qiiernmore has left after
extensive repairs and has gone over to the Liverjiool side.
The Liverpool tug West Cock has also been in for overhaul
and repainting.
Messrs. H. & C. Grayson. — This firm have quite a number
of new contracts on hand, besides their usual variety of large
repair work. The two tenders for the Canadian Pacific
Railway Co. -will shortly be ready for trial. These boats are
constructed to Lloyd's highest class and are specially adapted
for river and dock work at Liverpool, and have been named
the Musquash and Gophar. The Highland Brigade, the
Duchess and the Rebecca steamers have been in the various
docks owned by this firm for general repairs. The Liverpool
Salvage Association steamer Ranger, and the Liverpool
steamer Carling/ord have also had extensive repairs. The
steamer Latchford. damaged recently in the Manchester Ship
Canal, has also been repaired. The firm has also been busy
m other directions.
Liverpool Patents Co. — The Trident Firebar, made by this
Company, was fitted to no fewer than between fifty and sixty
steamers during the month of September.
The Mersey Docks and Harbour Board.— Great interest
has centred in the salving of the dredger Walter Glynn.
recently wrecked off the North Wall at Seaforth. The
work lias been in the hands of Lieut. Hugh WiUiams and
Lieut. Gracey, under the supervision of Commander Mace,
the board's water bailiff. As the dredger weighs over 1500
tons, the uprighting of the vessel from her position lying
140
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
in a bed of sand at 117 degrees to port, was no small task.
Taking advantage of the spring tides, very special gear was
used to accomplish the lift. The parbuckling wires were
supplied by Messrs. Bullivant & Co., as were also the blocks,
each capable of a strain of over 100 tons. These wires were
fastened to the port rail of the dredger and attached to shore
winches resting on a foundation 14 ft. deep composed of
piles embedded in concrete. The lifting operations were
assisted by the Board's powerful new lifting camels and also
by the Board's steamer Salvor. The winches and foundations
were temporarily lifted by the strain. It is expected that
the salvage will be completed successfully.
An inspection was recently made by the Board's officials
of the progress of work with Crosby Channel revetment
scheme. In order to prevent the obstruction of the channel
by the eijcroachment of the Taylors Bank, many thousand
tons of North Wales stone have been dumped along the face
of the bank. The work already done appears to be most
satisfactory.
Training Ship " Indefatigable." — The committee of this
floating institution have recently put into use a new motor
water launch, which has been built by Messrs. William
Roberts, Sons & Co., of Cranebank, Chester. Her dimensions
are — length, 38 ft ; beam, 10 ft. ; depth, 5 ft. ; gross ton-
nage, 12-38. She is between 30 and 40 horse-power and has
four galvanized steel tanks of a total capacity of 2 , 5 00 gallons.
NORTH-WEST OF ENGLAND.
{From our Own Correspondent.)
The Shipbuilding Trade. — The orders on hand by Barrow
shipbuilders are considerable, and Messrs. Vickers, Sons and
Maxim can look forward with confidence to two years' brisk
work in this department. Their capacity of production is
very large, and it would take a good many ships in course
of construction at one time to fill their yard. This may
readily be understood when it is known that no fewer than
five "Dreadnoughts " could be laid down at one time on the
permanent berths, which have been provided, togetlier with
several smaller ships. At present there is only one big ship
on the stocks, the Princess Royal, a battleship cruiser of the
■■Lion" type, and she progressed very well until the lock-out
of boilermakers, which put a check to the go-a-headness
which had previously characterized the work of building
the ship. Where possible apprentices have been employed
on tliis vessel, but not much further progress will be made
until the black squad return to work. When that will be
is questionable, but in a general sense it is felt that both
masters and men have a desire to come to some fair settle-
ment. H.M.S. Dartmouth, one of the cruisers of the Town
class for the British Navy, is making satisfactory growth, and
before long she will be ready for launching. The submarine
department is still very busy, and another of these vessels
of the D class was launched in October. The Chinese cruiser
is gradually assuming shape, and efforts are being made to
push forward the construction of this vessel, as it is anti-
cipated more business may be coming from the same quarter.
The huge floating dock built by the Vickers Company has
been delivered at Rio de Janeiro. Her voyage across, by
means of two Dutch tugboats, was accomplished in about
ten weeks, which is a remarkable performance, seeing that it
was only possible to take the dock at a speed of about three
knots per hour. A powerful tugboat built by the Vickers
Company for the Brazilian Government has already reached
Las Palmas, and possibly by this time may have reached
her destination.
Engineering. — There is very great activity on the engineer-
ing side of Messrs. Vickers' works at Barrow, indeed the
firm was never so busy as at present in this branch of their
operations. They have not only in hand the propeUing
machinery of the Lion and the Princess Royal, battleship
cruisers, but the engines of the BraziUan battleship Rio de
Janeiro building at Newcastle, together with the engines for
H.M.S. Dartmouth, several submarines, a torpedo-boat
destroyer and other important work. They are very fully
employed in the construction of gun mountings for British
warslrips and for vessels for foreign governments.
A New Order. — Messrs. Vickers, Sons & Maxim have
booked a new order for one of the ' 'Yarmouth ' ' type of cruisers.
They have already built the Liverpool and are now building
the Yarmouth. The new vessel will be practically the same
as the Dartmouth with the exception of certain improvements
in the engine-rooms, which are the result of experience in
the vessels which have already gone through their trials.
These orders sandwich in very nicely between the big ships
that are built. They represent about 5,500 tons each, but
they are built to go fast and are very well-appointed vessels.
Shipyard Fire. — On Saturday, the ist of October, a very
disastrous fire took place at the Vickers Works, resulting in
the total destruction of the joiners' shop, the finishing
department, the tracing office connected with the naval
draughtsmen's department, an immense cooling tower
attached to the electric power house, and other damage,
which roughly totals at about £40,000. The origin of the
fire is not known, but it is believed to have originated through
the fusing of electric wires. It is fortunate that the four fire
brigades which were at work in putting out the fire managed
to save the Company's stores and general offices, which were
within a few yards of the conflagration. The work of re-
building these shops is being rapidly proceeded with, and it
is expected they will be ready for occupancy in a couple of
months. In the meantime the joiners and the " lady tracers "
thrown out of a job temporarily have been accommodated
in other departments of the works.
Future Prospects. — Future prospects are very good, and
it is believed the local firm will be busier than ever when
once the lock-out is at an end. It is impossible and injudi-
cious to say what new work is in progress, but it is evident
that important orders are in view, and that in tlie near future
these will crystallize. In the meantime Barrow shipbuilders
and engineers have large countments, and many of them
are on the time limit. Of course, they will get some relief
in the sense of the strike or lock-out clause.
The Naval Airship. — Very great interest is naturally
centred in the airship building at Barrow by the Vickers
Company for the Admiralty. She is nearing completion,
and was e.xpected to be on her first aerial flight in October,
but circumstances have prevented this, and it is now certain
that it will be towards the end of November before she will
be ready to take her first spin. Her officers and crew have
arrived at Barrow, together with the hydrogen, by means of
which she will be able to rise. The greatest secrecy is being
still observed, and H.M.S. Hermione, with her crew of blue-
jackets, is at Barrow patrolling the airship shed.
Iron and Steel. — The iron and steel trades are quiet, and
the demand is not so brisk as it has been. The orders for
shipbuilding material, which at one time were largely entrusted
to the Barrow Steel Company, now go elsewhere, as the mill
has been proved too small for the larger plates now in iise,
and until a modern plant is put down orders cannot be taken.
It is remarkable, however, that makers of haematite iron in
the district send their crude product to Glasgow, and it comes
back to Barrow in the shape of plates and other materials,
which is like carrying coal from Newcastle and bringing it
back again.
Messrs. Leonard Chapman & Co., Ltd., Importers and Manu-
facturers, Miinton Koad, London, S.E., report :
Graphite, as imported, according to quality.
/ s. d. £ s. d.
Ceylon L.L. c.i.f, London .. 16 5 o to 38 10 o per ton
O.L. ,, .. 1 1 9 6 to 38 9 6
chips ., . . 9 5 o to 28 o o ,,
dust ,, . . 9 10 o to 25 o o ,,
Purified, milled and ground.
Ceylon, 97% to 99%, f.o.b.
London 59 o o to 63 o o per ton
go",, to 91% ■• 40 " o to 42 o o
80% to 81% ,, 30 o o to 32 o o
70%to7i';o .. -7 o o to 28 o o
American large flake, f.o.b.
London 45 o
small ,, 35 o
Joint Compd. per cwt 2 9
Paint Paste 2 2
Paint per gall o 4 9 to o 5 3
Wholesale lists of tinned goods on'appUcation.
o to 40 o o
o to 45 o o
o to 2 1 2 T)
o to 2 5 o
November, 1910. THE MARINE ENGINEER^ND NAVAL ARCHITECT.
141
BELFAST.
(From our Own Correspondent.)
Work in Progress. — According to Lloyd's returns there
were nineteen vessels, with an aggregate of 232,000 tons,
under construction in Belfast at the close of the quarter
ended 30th September, as against 176,530 tons in the corres-
ponding quarter of last year. There has been a steady
increase of work on hand, and Messrs. Harland & Wolff
and Messrs. Workman, Clark cS; Co. are fully booked up for
a considerable time to come. It will be nearly twelve
months before the keels for some of the orders can be laid
down.
Messrs. Harland & Wolff.— The event of the month was,
of course, tlie launch of the White Star liner Olympic, which
took place on the 20th of October. The latest addition to
the White Star fleet is, as is well known, the largest vessel
afloat, and the transferring of this huge bulk from the stocks
to the water was carried out with complete success, not
the slightest hitch occurring. The inside work is well advanced ,
a great deal of the wood work having been completed, and
the vessel is intended to take up her sailings in July next.
Full particulars of this triumph of shipbuilding appear else-
where. It has been reported that the Royal Wail Steam
Packet Company are about to place an order for no fewer
than five large steamers for their ever-increasing South
.\merican trade, and that three of these are to be built at
the Queen's Island, but up to time of writing the rumour
has not been definitely confirmed. The Bibby liner Glouces-
tershire is all ready for sea, and will shortly leave the port.
At the present time Messrs. Harland & Wolff have the Elder
Dempster liner Albertville in dry dock for extensive bottom
damage repairs.
Messrs. Workman, Clark & Co. — The fitting-out of the
Aeneas, recently launched by this firm for Messrs.
.\. Holt & Co., has almost been completed, and a further
addition to this Company's fleet will shortly be launched
from the north yard. A twin-screw of considerable size,
building in the south yard, is rapidly approaching the
launching stage. Messrs. Workman, Clark & Co. have
recently carried out engine repairs to another Holt steamer,
the Theseus.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES— English.
Lisbon. — On September 20th, Messrs. W. Harkess & Son,
Ltd., of Middlesbrough, launched the s.s. Lisbon for Messrs.
The EUerman Lines, Ltd. Her dimensions are 231 ft. 6 in.
by 35 ft. 6 in. by 18 ft. 6 in. She will carry 2,000 tons on
light draught, and is fitted with 'tween decks throughout.
Built to a good specification, she is specially designed for the
owners' Liverpool and Lisbon wine trade. Her engines are
by Messrs. Richardsons, Westgarth & Co., Ltd., of Middles-
brough, and arc capable of driving her a speed of 10+ knots
loaded. The launching ceremony was performed by Mrs.
T. W. Ridley, of Coatham, Redcar.
Laristan. — On September 21st, Messrs. Short Brothers, Ltd.,
launched from their shipbuilding yard at PaUion, Sunderland,
the s.s. Laristan, built to the order of Messrs. The Hindustan
Steam Shipping Company, Ltd., of Newcastle-on-Tyne. The
leading dimensions of the vessel are : — Length, 360 ft. 6 in. ;
breadth, 60 ft. 10 in. ; and depth moulded, 25 ft. 8 in. She
is built on the Isherwood principle, with single deck, poop,
bridge and top-gallant forecastle, to take Lloyd's highest
class, and is designed to carry a deadweight cargo of 6,200
tons on a moderate draught of water, .\mple water ballast
is provided throughout double bottom, and in fore and after-
peak tanks, to enable the ve.ssel to run in ballast with safety.
Six watertight bulkheads are fitted across the ship, and
steel centre line bulkhead between hatches with wood
shifting boards for grain cargoes in way of hatches.
Eight steam winches, steam windlass, steam-steering gear
placed in engine-room, controlled from standards in wheel-
house and on flying bridge, and connected to quadrant on
rudder by rods and chains, will be fitted, taking steam
from a large donkey boiler fitted on main deck. Eight
derricks are provided on masts, worked from strong derrick
tables with cross trees above, and two derricks working
from strong posts at cross bunker hatch. The propelling
machinery will be installed by Messrs. John Dickinson and
Sons, Ltd., Sunderland, consisting of engines with cylinders
244 in., 40 in. and 66 in. diameter with a stroke of 45 in..
driven from two large multitubular boilers of 180 lbs. pressure.
Harpalion. — On October 4th, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Harpalion,
which they have built to the order of Messrs. J. & C. Harrison,
Ltd., London. She will take the highest class in Lloyd's,
and is of the following dimensions, viz. — Length over all,
441 ft. ; breadth, 53 ft. 6 in. ; and depth, 31 ft. 8 in., with
two decks laid, extra long bridge, poop and top-gallant
forecastle. A large saloon panelled in teak and having
square windows in front and a dome-shaped skylight, together
with state-rooms, captain's, officers' and engineers' rooms,
etc., are fitted up in houses on the bridge-deck amidships,
all heated by steam and fitted with ventilating and sanitary
appliances throughout. Accommodation for crew will be
fitted up in the forecastle. The hull is built with deep
frames and holds quite clear of all obstructions, cellular
double bottom and large aft and fore-peak ballast tanks,
ten steam winches, return exhaust pipes and winch condenser,
steam-steering gear amidships, hand-screw gear aft, two
masts with telescopic topmasts, derrick tables, out-riggers
and eighteen derricks, also Porter's patent derrick sockets
for dealing with heavy lifts, patent direct steam windlass,
fresh water distiller, shifting boards, trunks and feeders
for bulk grain cargoes, stockless anchors, steel lift boats,
ice-house, ventilation for the Eastern trade, electric lighting
and all requirements for a first-class cargo steamer. The
machinery will be supplied by the Central Marine Engine
Works of the builders, the engines, triple-expansion, have
cylinders 28 in., 45 in. and 75 in. by 51 in. stroke ; the main
condenser is designed to maintain a high vacuum, whilst
attention has been given to ensure a high temperature in
the boiler feed water. Steam is generated in four large
boilers of the builders' " flanged shell " type, at a pressure
of 180 lbs. per square inch, the heating surface being over
8,900 square feet, and is worked under Howden's system of
forced draught. With the bronze propeller fitted the speed
of the vessel will be about 1 1 knots. Messrs. Wailes, Dove
and Co.'s " Bitumastic " enamel was applied to the bunkers
and tanks under engines and boilers, and their " Bitumastic "
covering to tank tops in engines and boiler-rooms and decks
in bunkers.
Steel Ship Caisson. — On October 4th. a steel ship Caisson
(constructed to the builders' own design) for H.M. Dockyard,
Devonport, was launched from Messrs. Edward Finch & Com-
pany's yard at Chepstow. Her dimensions are : — Length, 8 1 ft.
8 in. ; breadth, 23 ft. ; depth, 35 ft. ; and weight, 400 tons.
She was towed to her destination, and arrived there on
Friday, the 7th October.
Storstad. — On October 4th, there was launched at Walker-
on-Tyne the largest steamer yet built on the Isherwood
system of longitudinal framing. The vessel has been con-
structed to the order of Messrs. A. F. Klaveness & Co., of
Sandefjord, and is of the following principal dimensions : —
Length over all, 452 ft. : breadth extreme, 58 ft. She is of
the shelter-deck type, and is capable of carrying a total
deadweight of 10,650 tons on a moderate draught of water.
She is intended for the iron ore trade between Wabana
(NewfouncUand) and Sydney (Cape Breton).
Syndic. — On October 12th, Messrs. The Blyth Shipbuilding
and Dry Docks Co., Ltd., launched from their shipbuilding
and graving dock works the fine steel screw steamer Syndic,
built for Messrs. Isaac B. Pearson & Co., of Glasgow. This
vessel, which measures 326 ft. in length, with a beam of 45 ft.
10 in., has been constructed under Lloyd's Special Survey
for their highest class. She is of the single-deck type, having
poop, bridge and top-gallant forecastle. The accommodation
for the Captain is in a steel deck-house, and for the officers
and engineers in sidehouses on the bridge, whilst crew will
be berthed in top-gallant forecastle. The Syndic is specially
adapted for the general cargo and wood trade, havuig large
hatches and clear holds, together with the best and latest
design of deck machinery, including five cargo winches for
the quick and economical working of the cargo. Triple-
expansion engines of good power will be supplied by Messrs.
The North-Eastern Marine Engineering Co., Ltd.. of Wallsend.
142
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, 1910.
A Cochran (Annan) donkey boiler with patent seamless
furnace has been supphed and fitted.
Francisco. — On October 12th, the fine steel screw steamer
Frtiiicisc:' was launched from the yard of Messrs. The North-
umberland Shipbuilding Co., Ltd., Howdon-on-Tyne, for the
fleet of Messrs. Thos. Wilson, Sons cS: Co., of Hull. The
vessel has been specially designed for this trade, and built
to the highest class in British Corporation. She is built
on the deep frame and girder system, rigged as a two-masted
schooner, and is fitted with all the latest improvements
and up-to-date appliances to make her in every way a first-
class liner. She is about 425 feet in length, with three com-
plete steel decks, including the shelter deck all fore and aft,
with a cargo carrying capacity of about 9,000 tons. A large
tpiantity of water-ballast is carried in the cellular double
bottom" and after-peak tank, wliich, with the bunkers, will
put the vessel in excellent trim irrespective of cargo. The
shelter 'tween deck is of exceptional height, and is arranged
so that a large number of emigrants can be carried. The
saloon accommodation is placed on top of shelter deck, and
the accommodation for captain, officers and engineers is
also in steel houses on the same deck. They are all tastefully
fitted out and commodious. Loading and discharging
facilities are considerably in excess of usual. The steamer
has twelve derricks and ten powerful steam winches with
extended shafts by Messrs. John Lynn & Co., Ltd., Sunder-
land, to ensure the most expeditious handling of cargo.
Powerful combined steam and hand-steering gear on the
Wilson-Pirrie principle by Messrs. Donkin & Co., Newcastle,
will be fitted in steel house on shelter deck aft, and actuated
from amidships bv telemotor gearing, and a powerful steam
windlass of the latest type by Messrs. Emerson, Walker and
Thompson Bros. The vessel has been built to a fine model
and to include the most modern improvements, including
Board of Trade Regulations. Triple-expansion machinery
of special design and construction will be supplied by Messrs.
Earle's Shipbuilding & Engineering Co., Ltd., Hull, with
extra large pressure boilers, the indicated horse-power being
about 3,000, the working pressure 180 lbs., and the boilers
fitted with Howden's forced draught.
EscriCk.— On October 20th, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Escnck
which they have built for Messrs. The London & Northern
Steamship Co.. Ltd. (Messrs. Pyman Brothers, London,
managers). The vessel is of the shelter-deck type and will
take the highest class in Lloyd's Register. Her dimensions
are :— Leng'th over all, 395 ft. ; breadth, 53 ft. 6 in. ; and
depth, 25 ft. 5 in. The saloon, state-rooms, captain's,
officers' and engineers' rooms, etc., are in houses on the
bridge deck and the crew's accommodation forward. The
hull is built with deep bulb-angle frames, dispensing with
hold beams and leaving large clear holds, cellular double
bottom and fore and aft-peak ballast tanks. Ten steam
winches, derrick tables and outriggers and double derricks,
steam-steermg gear amidships, hand-screw gear aft, patent
direct steam windlass, large horizontal multitubular donkey-
boiler, fresh-water distiller, steel grain divisions, stockless
anchors, telescopic masts, boats on deck overhead and all
requirements for a first-class cargo steamer. Triple-expansion
engines are being supplied by the Central Marine Engine
Works of the builders, having cylinders 25 in., 41 in. and
ri8 in. diameter with a piston stroke of 48 in., and two large
steel boilers for a working pressure of 180 lbs. per square
inch. The ship and machinery have been built under the
superintendence of Mr. R. T. Rutherford on behalf of the
owners, and the ceremony of christening the steamer Escrick
was gracefullv performed by Miss Joyce Pyman, daughter
of F. H. Pvman, Esq., J. P., London.
LAUNCHES-Scotch.
Estrella. —On September 22nd, Messrs. Ramage & Ferguson,
Ltd., launched a finely-modelled steel screw steamer named
Estrella for the London and Portuguese trade of the EUerman
Lines, Ltd., Liverpool. The principal dimensions of the
vessel are : — Length, 230 ft. ; breadth, 34 ft. 8 in. ; depth,
18 ft, 7 in. The construction of the vessel is in advance of
the most modern practice, having been built on the longi-
tudinal girdered pillared system, without side stringers or
hold beams. A cellular double bottom is provided throughout
the full length of the vessel. An electric light installation
is fitted complete. The deck machinery and general arrange-
ments are specially adapted for expeditious handling of special
cargoes. The vessel has been constructed to the highest
class in the British Corporation, with scantlings in excess
of their requirements, usual in vessels built for the Ellerman
Lines. Triple-expansion engines are fitted with cylinders
i6i in., 28J in. and 48 in. diameter by 33 in. stroke, and
steam at 205 lbs. pressure will be supplied by two large
boilers fitted with Howden's forced draught. A Cochran
(Annan) donkey boiler has been supplied and fitted.
Driimcraig. — On October ist, there was launched at Port
Glasgow the screw steamer Drumcraig. of 5,000 tons gross,
built to the order of Messrs. Joseph Chadwick & Son,
Liverpool. She is 410 feet in length, 52 feet 3 inches in
breadth, and 28 feet 3 inches in moulded depth. The
machinery consists of engines with cylinders 27 in., 44 in.
and y-^ in. diameter respectively, and a stroke of 48 inches.
Howick Hall. — On October ist, at Port Glasgow, there was
launched a screw steamer, built for the New York and South
American service managed by Messrs. C. G. Dunn & Co.,
Liverpool. The principal dimensions of the vessel are : —
Length, 413 feet ; breadth, 51 feet 6 inches ; depth, 29 feet
7 inches to upper deck. She is rigged as a fore and aft
schooner, and has a raised poop, in which the crew are
accommodated, and long bridge and raised top-gallant fore-
castle combined. She is fitted with appliances for the rapid
handling of very heavy cargoes, including lifting gear for
weights up to 35 tons. The steamer will have triple-expan-
sion engines having cylinders of 27^- in., 45 in. and 75 in.
diameter respectively, and a stroke of 5 1 inches ; four single-
ended boilers, 14 feet 6 inches diameter by 1 1 feet 6 inches in
length, and designed for a working pressure of 180 lbs.
The vessel is classed with Lloyd's Register for their highest
class longitudinal framing.
Valparaiso. — On October 17th, there was launched at
Port Glasgow a 400-ton steamer, named Valparaiso, which
has been built for service in Soutli .America. The machinery
will be supplied from Glasgow.
Baron Renfrew. — On October 17th, there was launched at
Port I .kisgow till steamer Baron Renfrew, which has been
built to the order of Messrs. Hugh Hogarth & Sons, Glasgow.
The dimensions of the vessel, which has a complete shelter-
deck, are; — Length, 275 feet; breadth, 40 feet; depth
(moulded), 29 feet, with a deadweight carrying capacity
of 3,100 tons. After the launch the steamer was towed to
Glasgow, where she will be engined. Messrs. Wailes, Dove
and Co.'s " Bitumastic " Covering was applied to tank top
in engine and lioiler rooms, and their " Bitumastic " enamel
to boiler-room tank and bunkers. A Cochran (.\nnan) don-
key boiler with paient seamless furnace has been supplied
and fitted.
Peewit.— On October i8th, Messrs. Wm. Simons & Co.,
Ltd., Renfrew, launched from their works with steam up
and ready for work a twin-screw hopper barge, which they
have constructed to the order of the Bombay Port Trustees.
The vessel has been built under the direction of the Port
Trust Consulting Engineers, Messrs. Sir J. Wolfe Barry and
Partners, Mr. George Turner being Resident Inspector.
This hopper steamer, which was gracefully named the Pee-a'it
by Mrs. Turner, of " The Leas," Folkestone, as it left the
ways, has a hojiper capacity of 600 tons, and will be employed
in connection with the port improvements now being carried
on at Bombay. The ve,ssel will be propelled at a speed of
10 knots per hour by two sets of compound surface-condensing
engines supplied with steam from two steel boilers. All
modern auxiliaries will be provided in the engine-room.
The Peewit is the eighth dredging vessel that Messrs. Wm.
Simons & Co., Ltd., have cons'tructed for the Bombay Port
Trust.
Elisabethville.— On October 20th, Messrs. .\lex. Stephen
and Sons. Ltd., Linthousc, launched a twin-screw passenger
and cargo steamer, which they have built to the order of
Messrs. Elder, Dempster *'Co., Ltd., Liverpool. The
dimensions of the vess(d are : — Length. 430 ft. ; breadth,
55 ft. ; depth, 37 ft. ; and she has been constructed in accor-
dance with the rules of the British Corporation. She has
been designed to accommodate a large number of passengers,
and to maintain a high speed on service with a considerable
•November, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
143
ili'ail\vrit;ht on board. Tin- machiiury lias also been con-
structed by the bniklers. Messrs. ^^'ailes, Dove iS: Co.'s
" Bitumastic '" enamel was applied to boiler-room tank.
■(X'aks, bilges and bunkers, and their " Bitumastic " covering
to tank top in boiler-room.
LAUNCHES— Irish.
Star of India. — On September Jjnd, Messrs. Workman,
I'lark iV Co.. Limited, Belfast, launched from their South
Yard a handsomely modelled twin-screw steamer built by
them for the well-known Star Line of steamers owned by
Messrs. J. R. Corry & Co.. Ltd., of London. The Star of
India is a three-decked vessel 4S6 feet in length, with a gross
tonnage of about 7,.?oo, and has been built under Lloyd's
special survey for the highest class in their Registry, besides
complying with the Board of Trade requirements for a first-
clats cargo steamer. She is the tenth vessel built by this
firm for the Star Line fleet, and has been specially designed
for the conveyance of frozen meat and other products from
the .Australian and New Zealand Colonies. The cargo space
is divided into five large holds, three of which have been
insulated and otherwise prepared for carrying chilled and
frozen meat. For the jireservation of this cargo during
transit a large plant of refrigerating machinery has been
arranged. Each of the five holds is furnished with a large
hatchway equipped with steam winches and derricks capable
of dealing with heavy cargo. Comfortable accommodation
for a number of passengers has been arranged in state-rooms
in the midship deckhouse, with a spacious dining-salcon
adjoining. The officers' quarters are also placed in this
deckhouse with the captain's rooms on the deck above,'
while the engineers' and petty officers' rooms are in a deck-
house at the after end of the engine casing. The propelling
machinery consists of two sets of triple-expansion engines,
complete with all necessary auxiliaries, supplied with steam
from four large steel boilers working under forced draught.
Themistocles. — On September J2nd, there was launched
at Belfast the twin-screw 11,400-ton steamer Themistocles.
which has been built by Messrs. Harland & Wolff for the
-Aberdeen Line (Messrs. George Thompson & Co.). The
vessel, which is 516 ft, long over all, is classed 100 ,\i at
Lloyd's. She will be employed in the Company's service
between London and .Australian ports via the Cape of Good
Hope, and will make the passage to Melbourne in about forty
days. The Themistocles has a large cargo capacity. Her
six hatches are served by seventeen winches, and powerful
electric lights are provided. The ve.ssel is insulated for the
carriage of frozen cargo of all kinds upon the latest principles.
Batteries of coils are provided for the carriage of fruit, and
two compartments have been specially adapted for the con-
veyance of chilled beet. Two classes of passengers only will
be carried, namely, first and third. This enables the whole
of the midship accommodation to be devoted to the former,
and the whole of the after accommodation to the latter.
The state-rooms are placed on the bridge and awning decks.
The bridge deck is devoted entirely to single-berth cabins,
which can, however, be made intercommunicable if required,
and the awning deck accommodation is composed of Bibby
tandem cabins of large size. The quarters of the jrd-class
passengers are situated on the poop, main and 'tween decks,
and comprise single, two, four, six and eight-berth cabins.
The dining-saloon is a fine apartment, extending right across
the ship and seating about 250 people. The smoking-room
and general room, both very large apartments, are placed on
the awning deck. The Themistocles will sail from London on
Feb. 15th, while the Demosthenes, a sister slii]) now under
construction in the same yard, wdl begin her inaitlen voyage
on April 12th.
TRIAL TRIPS.
Inventor. — On September ^Sth. the large steel screw steamer
Inventor, which has been built by Messrs. David & William
Henderson & Co., Ltd., Glasgow, to the order of Messrs.
Thomas & James Harrison, Liverpool, underwent her trials
on the Firth of Clyde. This addition to the already large
fleet of ve.ssels owned by Messrs. Harrison is 470 ft. long
between perpendiculars by 58 ft. broad by 34 ft. 10 in. depth
moulded, has a gross tonna.ge of 7,6So tons, is classed in
Lloyd's 100 Ai, and fulfils the requirements of the Board
of Trade for their passenger certificate. She is rigged as a
four-masted schooner and has an exceptionally large number
of powerful derricks which, with ten steam winches, provide
ample means for the rapid loading and discharging of large
cargoes. Comfortable accommodation is provided on bridge
deck amidships for passengers, also for officers, engineers,
etc., while the petty officers are berthed in forecastle, and
the crew in poop. The machinery, which was constructed
by the buUders, consists of <iuadruple-expansion engines,
having cylinders 251, in., 36; in.. 52 in. and 74 in. dia. by
54 in. stroke, with steam from three boders at 215 lbs. pres-
sure. During the trials everything worked satisfactorily,
and a mean speed of 14 knots was easily attained. The owners
were represented by Thos. Hughes, Esq., Messrs. Richardsons
and Balfour and Captain Turner.
Ingleside. — On September Sth, the s.s. In^lcside, linilt by
the Tyne Iron Shipbuilding Co., Ltd., of Willington Quay-on-
Tyne, to the order of Messrs. The Rowland & Marwood's
Steamship Co., Ltd., of Whitby, was taken for her trial trip
off the Tyne. The engines, which have been constructed by
Messrs. John Dickinson & Sons. Ltd., Palmer's Hill Engine
Works. Sunderland, have cylinders 24 in., 40 in. and 66 in. by
45 in. stroke, with two large single-ended boilers, 180 lbs.
working pressure, and they were run on a series of different
speeds so as to obtain progressive speed results, and the
trials were in every respect a complete success. For Launch,
see September issue.
Wedgwood.— On September 13th, the loaded trial trip
took place of s,s, Wedgwood, built by Messrs. Robert Thompson
and Sons, Ltd., of Southwick Yard, to the order of Messrs.
Wm. France, Fenwick & Co., Ltd.. of London and Sunder-
land. The vessel is of the raised quarter and well deck type,
and built to take the highest class at Lloyd's. Her principal
dimensions are :— Length overall. 274 ft. 3 in. ; breadth,
38 ft. ; depth moulded i8 ft. 2 in. ; and she will carry about
2310 tons deadweight on a light draught of water. She is
fitted with bulb-angle framing, the holds being left clear of all
obstructions. There are four very large hatchways arranged
to make her perfectly up-to-date as a self-trimmer and to
facilitate rapid loading. Four powerful steam winches with
latest improvements are supplied, with steam from a large
vertical donkey boiler, and in addition to the usual derricks,
four gaffs are fitted, the masts being strengthened for this
purpose. To enable her to make quick return voyages,
ample water ballast is proviied throughout the cellular
double bottom and in fore and after peaks, the former being
divided longitudinally and athwartships for trimming pur-
poses, and fitted with'large tank suction pipes and extra large
ballast donkey for quicklv pumping out water ballast. The
inside of holds, bunkers and engine and boiler-room tanks
are coated with enamel. Accommodation for the captain
an<l steward is provided in the poop, the saloon being taste-
fully fitted up m different shades of oak. A steel house is
also arranged for the captain at fore end of bridge. Spacious
rooms for the officers and engineers are arranged at the sides
of the casing under the bridge deck, the petty officers and
crew being berthed in the forecastle. The engines have
been supplied by Messrs. The North-Eastern Marine En-
gineering Co., Ltd., Sunderland, with cylinders 21^ in,, 36 in.
and 59 in. by 39 in. stroke, steam being supplied by two extra
large boilers working at 180 lbs. pressure. During construc-
tion the vessel and machinery have been under the personal
supervision of Messrs. Thompson & Eyres, of Sunderland.
T'he speed trials were run on the measured, mile off Whitley
and the guaranteed mean speed of loj knots was easily
attained, the engines running with the utmost smoothness.
Mr. J. E. Dawson, who represented the owners, expressed
entire satisfaction with vessel and machinery. After the
trial the vessel proceeded to London.
ForeStay and Mainstay. — On September 13th, the steam-
tugs Fuiestav and Manistav. built at Paisley to the order of
Messrs. Hull, BIyth & Co. for service at Port Said, carried
out satisfactory trials. The vessels proceed immediately
to Port Said.
Artemis. — On September 17th, the s.s. Artemis, built by
Messrs. Ropner & Sons, Ltd., of Stockton-on-Tees, made her
official trial trip in the Tees Bay. The vessel has been built
under the superintendence of Captain Hansen, of Bergen,
the commander of the vessel, and on trial she behaved in a
144
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, igio.
thoroughly satisfactory manner. Alter some very satis-
factory trial runs, during which the vessel attained a speed
of 1 1 4 knots, she went round to the Tyne, where she will take
liunkers and proceed to Norway to load.
Farn. — On September 23rd, this vessel, recently built by
Messrs. \Vm. Doxford & Sons. Ltd. to the order of the
Fargrove Steam Navigation Co., Ltd. (Messrs. Farrar, Groves
and Co.). London, ran her sea trial, when a speed of i il knots
mean was obtained. For Launch see October issue.
Lorca. — On September 29th, the new screw steamer Lorca'
built by Messrs. John Readhead & Sons, Ltd., West Docks,
South "Shields, to the order of The English & .American
Shipping Co., Ltd., of which the managers are Messrs. C. T.
Bowring & Co., Ltd., London, was taken to sea on her official
trial trip. The vessel is of the improved single-deck type,
with large holds clear of beams and other obstructions in
stowing cargo, and is of the following dimensions : — Length
over all, 376 ft. ; breadth. 51 ft. ; depth moulded, 2; ft. 8i
ins. She carries a large cargo on a light draught of water.
There is a long bridge amidships extending beyond the engine
and boiler space, and on which are situated the steel deck
houses containing the cabins for captain, officers, engineers
and apprentices, over which again are placed the steel chart
and wheel houses, pilot bridge, etc. The arrangements for
the loading and discharging of cargo are full and complete,
there being eight powerful steam winches to work the ten
derricks, which feed large hatchways into the holds. An
iron centre line bulkhead'is fitted for carrying gram cargoes,
and a large quantity of water ballast is carried throughout
the double bottom, and also in the after peak. The engines
and boilers have also been constructed by Messrs. John
Readhead & Sons, Ltd.. the cylinders being 255, 42 and
69 inches diameter by 48 inches stroke, with three boilers of
180 lbs. pressure. The vessel is built to Lloyd's highest
class, and to their special survey, .\fter the trial, which
was in every way satisfactory to all concerned, the vessel
proceeded to Dunston to load for Barcelona under the
command of Capt. Orchard. This is the eighth vessel built
for Messrs. C. T. Bowring & Co., Ltd, by the above firm.
Snowdrop. — On September 30th, the Snowdrop, the second
of the two new passenger ferry-steamers built by Messrs.
Cammell, Laird & Co., Ltd.. at their Birkenhead yard, to the
order of the Wallasey LIrban District Council, went down
the Mersey on her official trials, after being fitted with her
machinery, which has been supplied by the shipbuilders.
The trial trip proved in every way highly satisfactory, a
mean speed of 12:}^ knots being attained over the measured
mile. The construction of the vessel and machinery has
been carried out under the supervision of Messrs. Flannery,
Baggallay & Johnson, Ltd.. of London, Liverpool and Rotter-
dam, and the Ferries Manager, Capt. Howard E. Slartin.
and the Ferries Engineer, Mr. R. Rennie. For Launch see
Septcml>er issue.
Driebergen. — On October 1st. the new steel screw steamer
Driebergen proceeded on her official trial trip in Hartlepool Bay
after adjusting compasses. She has been built to the order
of Messrs. Furness, Withy & Co.. Ltd., West Hartlepool, for
Mr. J. J. A. van Meel, of Rotterdam, by Messrs. Irvine's
Shipbuilding & Dry Docks Co., Ltd., Harbour Dockyard,
West Hartlepool, and her dimensions are 289 ft. 6 in.
by 40 ft. 2 m. by 20 ft. 6J in. The vessel has a single deck,
poop, bridge and topgallant forecastle, and has been built
to British Corporation Registry's highest class. A double
bottom IS fitted throughout on the cellular principle, and the
after peak is arranged as a trimming tank. She is constructed
with bulb-angle frames and longitudinal stringers, ensuring
clear holds for the stowage of bulky cargoes. Four water-
tight bulkheads divide the vessel into five watertight com-
partments. There are four large hatches, with a powerful
steam winch to each, and the bulwarks have been specially
strengthened for the carriage of deck cargo, the vessel being
replete with all the latest improvements for rapid loading
and discharging. A powerful quick-warping steam windlass
is fitted forward for working the cables, and steam-steering
gear is fitted amidships, with hand-screw gear aft, and a large
multitubular donkey boiler is also fitted. The cabins are
heated with steam, and the sanitary, ventilating and lighting
arrangements are effected on the most improved lines. The
propelling machinery and boilers have been supplied and
fitted by Messrs. Richardsons. Westgarth & Co.. Ltd.. Hartle-
pool. The sizes of the cylinders are 20^ in., 33 in.. S4 in. by
36 in. stroke, and steam is supplied by two large single-ended
boilers working at 180 lbs. pressure per sq. in. The vessel's
performance was very satisfactory, the engines working
exceedingly well, a speed of 1 1 knots being attained on the
measured mile at Whitley Bay. A Cochran (.\nnan) donkey
boiler with patent seamless furnace has been supplied and
fitted.
Renee Marthe. — On October 6th, Messrs. Osbourne, Graham
and Co. sent to sea for her official trial trip the steel screw
steamer Renee Maythe, which they have specially constructed
to the order of Fernand Bouet, Esq,, of Caen. After the
trial, the vessel proceeded on her first voyage to St. Nazaire.
For Launch see October issue.
Thisbe. — On October 7th, the new steamer Thisbe, built
by Messrs. The Sunderland Shipbuilding Company, Limited,
proceeded on her official loaded trial. The principal dimen-
sions are : — 223 ft. between perpendiculars ; },}, ft. breadth
extreme ; and 16 ft. deep, having raised quarter-deck,
bridge and top-gallant forecastle ; highest class in Bureau
Veritas, under special survey, and carrying about 1,450 tons
deadweight upon a light draught ; water ballast is fitted in
cellular bottom and peak-tanks. The deck machinery con-
sists of four steam winches, steam-steering gear and direct
steam windlass. Accommodation is placed on top and
partially underneath the bridge for captain, officers and
engineers, and for sailors and firemen in forecastle. The
saloon is amidships and is fitted in polished hardwoods.
The main engines are by Messrs. The North-Eastern Marine
Engineering Co., Ltd.. Sunderland, and have cylinders 17-V
in., 2g in. and 47 in. by 33 in. stroke, steam being supplied
by a large boiler working at a pressure of 180 lbs. per square
inch. After proceeding to sea, the vessel made several
runs over the measured mile fully loaded, when a mean speed
of 1 1 knots was obtained. After this a continuous speed
trial was run. which gave entire satisfaction to all on board.
The steamer has been built to the order of Messrs. G. Lamy
and Co.. of Caen, and during construction has been inspected
by Messrs. Swan & Macfarlane, Newcastle, and also by Mons.
Halbique, on behalf of the owners. After trial the vessel
proceeded on her voyage to Caen. A Cochran (Annan)
donkey boiler with patent seamless furnace has been supplied
and fitted.
Marsden. — On October loth. the new steel screw steamer
Marsden. built by Messrs. Wood. Skinner & Co., Ltd.. Bill
Quay-on-Tyne, to the order of Messrs, The Burnett Steamship
Co., Ltd., Newcastle, left the Tyne for her official trial trip.
During the run off Whitley Bay, the machinery worked
splendidly throughout and maintained a speed of 11 -J knots.
For Launch see October issue.
Walbrook. — The twin-screw tugboat Walbrook, built by
Messrs. Ferguson Brothers, Port Glasgow, for the Port of
London Authority, recently ran speed trials on the measured
mile, and afterwards towing trials at Port Glasgow. Both
tests were considerably in excess of the contract. Messrs.
Wailes, Dove H Co. 's " Bitumastic " enamel was applied
to all internal surfaces from gunwale to keel and between
peak bulkheads.
The Porhydrometer. — The adoption of the Porhydro-
meter is steadily becoming more general. We are informed
that the company are at present occupied on quite a number
of contracts. They are fitting out at present a vessel for the
Hamburg-American Line, which will probably be completed
about the end of this month, when, by kind permission of the
Hamburg Co., a demonstration of the working of the instru-
ment will be given in Hamburg. A large new cargo steamer
at present building in Sunderland is also being fitted and
another building in Norway. The Belfast Harbour Board
have ordered three large barges employed in carrying the
harbour dredgings to be fitted and intend controlling the
quantities of materia! transported under their contracts by
Porhydrometer weights, instead of the old cubic measurements.
Commander G. E. Holland, CLE., D.S.O., marine super-
intendent of the London and North-Western Railway Co.,
writes as follows with regard to the installation on the steam
coaling vessel Herald ; "I am quite satisfied with the working
of the Porhydrometer, and I have no hesitation in saying
that I consider it an extremely useful and accurate instru-
ment."
November. 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
145
FOREIGN TRIAL TRIP.
Nora. — On October stli, thu stc;imship Xniu, built l)y
Messrs. The Antwerp Engineering Company for Mr. J.
Lauritzen, Esbjerg, went on her trial. The' vessel, which
has been built for the wood, coal and general cargo trades,
is of the following dimensions : — I,cngth. 208 feet ; breadth,
30 feet 9 inches ; moulded depth, 1 5 feet ; inches. She carries
1,250 tons on a 14-foot draught. The machinery has been
built by Messrs. The North-Eastern Marine Engineering
Company, Sunderland, and consists of triple-expansion
surface-condensing engines, and two marine multitubular
boilers of 180 lbs. pressure. The speed realized was 9 J knots,
the engines working smoothly.
BOARD OF TRADE EXAMINATIONS.
1910. Extra First Class.
Aug. iSth — Hackney, William A. . .
Ex iC Belfast
Note — iC denotes First
August iSth, igio.
Ankers, Alfred 2C Liverpool
Armstrong, H. 2C Liverpool
Bates, Sv.lnev.. 2C l.eith
Bennett,' B..'. .. 2C N, Shields
BuUen, Harold iC Cardiff
Burton, S. H .. 2C South'ton
Buttrum, F. E. iC London
Chapman, J, L. iC Leith
Clargo, R. F. . . 2C Cardiff
Cotter. J.N. . . iC London
Dohertv, A H. iC W. Harfl
Elliott, E W... iC W Harfl
Fell, C. F. R... iC N. Shields
Forbes, Robert iC Liverpool
Forsyth, .\Iex. iC Leith
Frame, William iC Glasgow
Geddes, Robert 2C Glasgow
Giles, A. E .. 2C Cardiff
Green, A. E. .. iC N Shields
Greenfield.], D, 2C Barrow
Henry. M.R... iC London
Hindman, R. H. iC N Shields
Hood, A. P. . . iC Leith
Howard, P 2C Liverpool
Humble, T. M. 2C N. Shields
Jacobsen, R. H. 2C Glasgow
Jelly, OH .... iC Cardiff
Johnston, A. . , 2C Liverpool
Jopling, J E... 2C South'ton
Kingdom, R. .. iC South'ton
Law, Joseph A. 2C Leith
Macdonald, R. 2C Glasgow
Martin, David iC Glasgow
M'Carthv, T. H. 2C W, Harfl
Class : 2C Second Class.
iC N Shields
iC South'ton
, 2C London
iC Glasgow
iC Liverpool
2C Liverpool
. 2C Cardiff
2C Leith
2C Glasgow
2C London
M'Donafd, J. Y.
M'Larty. A D.
Montador, A. . .
Nairne. D, H ..
Neild, William
Nimms, C. E...
Nison, Joseph . ,
F'aterson, John
Rothwell, [. E
Scotland, |. S.
Seys, P. H iC Cardiff
Sibun, R. G. .. iC London
Speck, G L. W. iC W Hart'l
Teasdale, James iC N. Shields
Tod, W. S. ... 2C Leith
Tulip, John W. 2C N Shields
Wakeford, C. F. 2C Cardiff
Wilson James iC Liverpool
Wilson, John R. iC W. Hart'l
Wright, J. W. 2C Liverpool
Wrightson, T.S. iC W Harfl
August 25th.
Allen, John C... iC N Shields
Bailes, John J. iC Sunderl'd
Barnes, A. M.. . iC London
Bilson, Harold 2C Sunderl'd
Booth, William iC Liverpool
Brockbank,T...
Brown, G. W.
Butler, T. G. ..
Campbell, T. . .
Cannell, J. R . .
Colman, Edwin
Dougall, John. .
Fenwick, R. B.
Geer James H.
Graham, James
Herbert, S. F...
Holiday, S. G,
Hourson, R. M.
Hughes, James
Humphreys, J.
Hutchinson, P.
Inches, William
Irvin, Hugh P.
Irwing, George
Jones, C. W. . .
Mair, Ernest A.
M'Farlane, J. A.
Millree, J C, E.
Morrison, 'V. . .
Ness, John C. .
Newton, T, F.. .
Peden, Robert. .
Press, Albert R
Roberts, R. H.
Ross, Charles . .
Sargent, T. A . .
Sellar, James . .
Stanley, Otto H.
Stevenson, Jas,
Wardle, James
Wilson, 'William
iC London
2C Sunderl'd
iC Li\-erpool
iC. I^iverpool
2C Liverpool
iC Sunderl'd
2C Greenock
2C N. Shields
2C N. Shields
iC Greenock
2C London
iC I^iverpool
iC Greenock
2C Liverpool
iC Liverpool
2C Liverpool
2C Hull
iC Sunderl'd
iC Sunderl'd
2C I^ondon
iC Sunderl'd
2C Greenock
2C Greenock
2C Sunderl'd
iC N. Shields
iC Liverpool
iC Greenock
2C Hull
iC I^iverpool
iC London
2C London
iC .Aberdeen
iC Sunderl'd
iC Greenock
iC Sunderl'd
iC Aberdeen
September i
Abbott, Robert iC
Alderson, T C. 2C
Anderson, J. . . iC
Barron, S- J. . . iC
Caird, C D. .. iC
Campbell, J. . . iC
Carruthers, R 2C
Clarke. Oscar . . iC
Cole, J. E 2C
Collis, M- C. J. 2C
Cowper, J E. . . iC
Croft. T S iC
Day, G iC
Douglass, N R. 2C
2C
2C
iC
iC
2C
2C
2C
2C
iC
. 2C
Evans, A
Fiddes, B ...
Gibb, T
Gibson, AT..
Gordon, F . . .
Harper, W. E.
Henderson, H.
Jenkins, L. W.
Jones, T
lones. W. R. .
Kypriadis, M. . 2C
St.
Glasgow
N. Shields
Glasgow
Liverpool
N. Shields
South'ton
Leith
Cardiff
Leith
South'ton
N. Shields
Liverpool
Cardiff
N. Shields
Belfast
Glasgow
Leith
Cardiff'
London
Liverpool
Glasgow
Cardiff
Liverpool
Liverpool
South'ton
Loch, A. B
Mackinnon, Jas.
Marshall, F. ..
M'Intyre, J. S.
M'Laren, W. B
M'Leggan, A. . .
Moneypeimey, J
Montgomery, M.
Mordecai, D. J.
Neale, J
Neilson. L. G. .
Oliver, G. H. ..
Pollard, C
Prentice. H N.
Rennie, J.N...
Robertson, A. . .
Robinson, J . C.
Roche, J. W. ..
Ruddock, P.W.
Saybolt. S. M...
Skeoch, John . .
Smith. A E. . .
Southward. J. S.
Storey, G- R- . .
Ternan, E
Tait, W. G
Watts, W
Webb. A L. ..
Wridit, D
iC Glasgow
iC London
iC N. Shields
2C Glasgow
2C Leith
2C Leith
2C Belfast
2C London
iC Cardiff
2C Liverpool
2C Glasgow
2C Cardiff
2C Cardiff
2C London
2C Leith
iC Belfast
2C London
iC N. Shields
2C N. Shields
2C London
2C Glasgow
iC Liverpool
iC Liverpool
2C N. Shields
iC Glasgow
iC Liverpool
2C Cardift^
1 C Liverpool
2C Glasgow
September Sth.
Atkinson, Thos. 2C N. Shields
Bamber, W. .. iC Liverpool
Bates, L iC N. Shields
Bell, J. T 2C N Shields
Coates, J. L. .. iC N Shields
Copeman.W. H, tC London
Hodge, F. C. .. 2C London
Hodgson, W. E. iC London
Hollingsworth,F,iC N'Sh'lds
Kermode, R. K. iC Liverpool
M'Gregor, A.M. 2C N Shields
M'Gregor,L.W iC London
Miller, D. W. .. iC London
M'Queen. A. . . 2C London
Muir, W. J... , 2C London
Newson, A. S. . . iC London
Nickels, S. S, .. iC Liverpool
Ogden, J, T. .. iC Liverpool
Smith, J W. .. 2C N Shields
Walker, H , C . . . 2C N . Shields
Westerberg.P.AiC N. Shields
Westin, O iC N. Shields
Woon, S iC London
September 15th
Atchison, John
Austin, John . .
Blanchflower.F,
Brown, J, T . .
Clitherow.R.H.
Corlett, John J.
Coursens, P. R,
Lleans, William
Douglas, Jos. H.
Ernshaw, V, R.
Edwards. H. L.
Forrest, H R.
Forrest, Thos. . .
Freel.-nd Wm.
Gebbie. E.J . .
Godefroy.L.T.T
Goodall, John. .
Hall, EG. ..
Hutcheson, Jas
Keer, M S
Kite, E. G. A...
Lonsdale, A. F.
Macbean, R. J.
Macnab, A. C.
Marriott, J. W.
Martin, A
iC N Shields
iC Greenock
2C N. Shields
iC I^iverpool
2C Liverpool
2C London
2C I^ondon
iC Liverpool
2C Greenock
iC London
2C London
iC London
2C N. Shields
2C Greenock
2C Liverpool
iC Liverpool
2C N Shields
2C N Shields
2C Greenock
iC Greenock
2C London
2C London
iC London
iC Liverpool
iC Greenock
iC Greenock
M'Luckie, S. . . 2C Greenock
Morgan, W. S. 2C N, Shields
Morrison, H. .. iC Greenock
Nicol, A. R. .. 2C Greenock
Paulson, H. P. iC Hull
I-iamsay, J. W. iC London
Ruthven, M.J. 2C London
Ryles, W. G. S. iC N. Shields
Simpson, J. R. iC Greenock
Skitch, G. W. iC N. Shields
Smith. James .. iC Liverpool
Southworth, A. 2C Liverpool
Taylor, John . . 2C London
Taylor, R. E. .. 2C London
Thomson, R. . . 2C Greenock
Tiltman, J. H. iC Liverpool
Wight, D 2C London
Winter, S iC Hull
Wood, H. J. .. iC London
September 22nd.
Appleby, T. S. 2C N. Shields
Bagnley, S 2C N. Shields
Bastar, F. C . . iC London
Bell, E 2C Liverpool
Bissett, J. F. .. iC Glasgow
Black, G iC Glasgow
Bower, A. T. .. 2C Leith
Bvrne, P. A. . . 2C Cardiff
Currie, J. L. .. 2C N Shields
Dickson, W. .. iC Glasgow
Dykes, A iC Leith
Evans, T. A. .. 2C London
Gaunt, T. C. . . iC W. Harfl
Gemmell. H. . . iC Glasgow
Gibson, W 2C Cardiff
Gil son, W. S. iC W. Harfl
Gray, James .. iC Glasgow
HalKvood, R. F. 2C Liverpool
Harrison, E. S 2C W. Harfl
Hewitt, W. D. 2C Glasgow
Hill, W 2C Liverpool
Hull, W. S iC W. Harfl
Hunt, T. J iC Cardift
Jones, D. H K. iC Glasgow
Jones, W. W- . . 2C Liverpool
Kelly, S C 2C Liverpool
Laws, H. A .. iC South'ton
LeBas, R. E. .. 2C South'ton
Little, J R iC N-Shields
London, John.. iC Leith
Lunt, T- E . . . . 2C Liverpool
Manson, W. . . 2C N. Shields
Marshall, P. McF iC Glasgow
Marston, T. . . 2C W. Harfl
May, Bernard iC Liverpool
Metcalf, Henry iC N Shields
M'Farlane, C. 2C Glasgow
M'Gruther, J . . 2C Leith
M'Naught, W. 2C Glasgow
Mowatt, R. A. iC Leith
Murphy, J. F... 2C Cardiff
Nash, 'V iC Barrow
Oldham, Victor iC W. Harfl
Owens, L. E. .. iC Liverpool
Parker, J . . . . 2C Liverpool
Phillipson, R.D. iC N. Shields
Pritchard, J. H. iC Liverpool
Reith, D 2C Glasgow
Roberts,G.McK. iC South'ton
Roberts, T. J... iC Liverpool
Rolland, J 2C South'ton
Rose, A. H 2C London
Rowe, H P. .. iC Plymouth
Smith, E . . . . 2C Liverpool
Smith, H iC Liverpool
Smith, S. C. .. iC London
Stark, G 2C Leith
Strickland, S... 2C Cardiff
Timms, G. L. .. 2C Cardiff
Turner. W. M. iC Liverpool
Wild, J, T iC London
Wood, H. E. .. 2C Liveipool
146
THE MARINE ENGINEER AND NAVAL ARCHITECT. November, iqio.
The Marine Engineer and Naval
Architect Patent Record.
Compiled i>y Messrs. E. P. Alexander &■ Sun, Chartered Patent
Agents, 306, High Holborn, London, W.C.
12,749. Furnaces. Mechanical stoking. — Comprises modi-
ticatiuns 111 uiuk-rlfed stolcers of the type in which fuel is
pushed along a trough by a reciprocating ram operated by
a double-acting hydraulic engine. .\s shown, fuel from the
hopper E is pushed along the trough N and on to the side
grates M by a cylinder A which is reciprocated on the fi.\ed
piston B. The cylinder carries a rod R having pivoted
blocks Ri- which tilt upwards at their front ends when the
ram is moving towards the furnace. The valve arrangements
for the hydraulic engine are shown in Fig. 5. Pressure fluid
FIG. 5
is admitted to one side or other of the piston b through ports
b^ in the piston-rod under control of a piston valve G*.
This is operated by pressure fluid supplied under control of
a slide valve G'^, operated by a bracket F on the cylinder
engaging stops ^ on the valve-rod G. The speed of the
engine is regulated by a valve H on the e.xhaust pipe, which
is operated simultaneously with the forced-draught valve J.
The piston has a larger area for the pressure than the return
stroke. According to the Provisional Specification, the air
supply, and consequently the speed of the engine, may be
I'egulated by the pressure of steam in the boiler.
12,914. Boat raising and lowering gear. Relates to boat
raising and knwriiig devices nl llie k'lnd liaving davits swinging
in vertical planes, a horizontal drum shaft mounted rear-
wards of upright supports and provided with drums at its
opposite ends, a single winch device for operating the davits,
and cables connected with the drums and passing over pulleys
in the upright members and over pulleys in the free ends of
the davits. Supports a secured to the deck are provided
with slotted standards a- having at the bottom arc-shaped
braces a* which are slotted vertically and laterally. Davits
b, pivoted at /, work in the braces and may be secured in
any position by operating hand-wheels i^. To the rear of
the supports a is journalled a horizontal shaft e having at
each end drums e^. Cables / from these drums are passed
over pulleys /'- in the standards a- and over pulleys /^ in
the davits, and are attached to the boat liy means of hooks
/*. The winch mechanism for operating the shaft e consists
of a central gear wheel g. secured to the shaft and provided
with a brake hub g-. .V brake band g-' passes round the
hub anil is secured to a pivoted link g'"' having a yoke ?",
which embraces a cylinder g'. .\ screw g'> works in the
cylinder, and is adajited to put the brake in and out of opera-
tion. A crank-shaft k provided with handles /;'- carries a
loose gear-wheel h'-' gearing with the wheel g. The wheel li"
F1C.2.
,,<
il
is adapted to be li.xed to the shaft /i by means ol a clutch
operated by a fork iK In operation, the lio.it is first raised
from chocks c. The davits are allowed to fall outboard by
loosening the wheels h'->. and the boat is then lowered until
waterborne.
14,706. Turbines. A reversible turbine comprises a
single vane-wheel of the de Laval type provided with con-
centric rings of oppositely-turned blades, two sets of supplv
nozzles leading from two separate steam chambers, and
helical speed-reducing gearing. F'ig. i shows the wheel a
provided with rings of blades c, d adajited for opposite
directions of rotation, and the nozzles, g, h supplied with
steam from the chests i, j. \ rotary plug-valve I having
ports m. n, 0 controls communication between the ports
p, q and the steam-pipe k. In the position shown, the nozzles
h are energized. A quarter-turn of the valve brings the
port m over the steam-pipe k, and the nozzles g are energized
through the registering ports n. p. The nozzles arc formed
by concentric shells e fitted with helical ribs /, but straight,
tubular, or other nozzles may be used. In a modification,
the ports p, q are controlled by a piston-valve, and in a
further modification by a slide-valve. The turbine-wheel a
may carry several crowns of vanes as shown in Fig. 5, in
which two sets of rings c, d are shown. The necessary
stationary vanes c', rf' are provided. The high-speed
turbine shaft b is geared by helical reduction gearing 11. ■'
to a secondary shaft w, tlie whole being enclosed in the
turbine casing. The shaft a' has a clutch ,v for coujiling the
apparatus directly to any machine or instrument such as
a shiji's propeller shaft, a crane or the 'ike. or a vehicle
driving-axle.
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
147
The Marine Engineer
And Naval Architect.
LONDON, DECEMBER, 1910.
ELECTRO-MAGNETIC TRANSMISSION FOR
MARINE PROPULSION.
THE paper read by Mr. J. Lecoche under the above
title at a recent meeting of the Institute of
Marine Engineers and which we gave in full in
our October issue, forms an interesting addition to the
literature of this subject. It must be admitted that
the recognised want of some transmitting or trans-
forming gear between the high-speed turbine and the
low-speed screw propeller in order to utilize the
highest efficiency of each device has been earnestly
and seriously attacked by engineers of considerable
ability, and we have already had suggested, and in
some cases constructed, a mechanical ratio gearing,
an electro-.dynamic transformation system, and a
hydraulic transmission system set out in the fullest
detail, and we now have, we believe for the first time,
presented a system of electro- magnetic transmission.
It will be remembered that Mr. Lecoche describes his
arrangement as a magnetic frictionless gear ; it con-
sists essentially of two rotating elements of different
diameters adapted to rotate in close proximity to one
another, the parts of which are of a magnetic char-
acter, and are segmentally divided up so as to be
easily magnetized from some source of electric current.
The effect of this magnetization is to set up a magnetic
drag between the two rotating elements so that one
drives the other, and if the adjacent surfaces are broken
up into segments of a spiral formation you obtain the
equivalent of a worm and wormwheel, the driving
element of which instead of being the ordinary engaging
teeth is a spirally inclined path of magnetic flux.
Quite apart from the advantages claimed for this
system owing to the absence of friction of mechanical
engaging devices, it is claimed that, if such a magnetic
gear is used in order to connect up an ordinary
reciprocating engine with an exhaust steam turbine,
by which, for example, revolutions of 3000 per minute
of the turbine are reduced to 75 per minute of the
reciprocating engine, should under any circumstances
the racing of the reciprocating engine take place no
harm would accrue, as the wheel on the reciprocating
engine would over-run the wheel driven by the tur-
bine, and the magnetic slip set up would avoid
disastrous results. This, of course, appears a very
important advantage as far as the description goes,
but one would like to have the advantage of observing
the behaviour of such a gear on board ship under
ordinary working conditions before coming to a reliable
judgment as to its commercial value. How often has
a scheme when presented on paper appeared to be all
that is desirable, but when dealt with in practice
shown serious defects which were not previously
apparent. We do not say that this is likely to be the
case with the Lecoche scheme, but as far as our know-
ledge goes the scheme up to the present has only
appeared on paper, and we are quite certain that
judging from the attitude of most ship-owners some-
thing more tangible will have to be produced before a
substantial advance is made in the adoption of this
new system. We should, however, like to congratu-
late the author of the paper on the ingenuity of his
suggestion and we look forward with interest to the
practical developments of his idea.
SEAMLESS BOILER SHELLS.
THE tendency in boiler-making, both for marine
and land purposes, for a number of years past
has been steadily towards abolishing riveting.
Marine steam boilers, especially of the Scotch or cylin-
drical type, have been undergoing changes in con-
struction with this mainly in view. The enlarged
dimensions of plates which steelmakers have been
able to supply, and the increased calibre of boiler-
shop machine tools for dealing with them, have been
the main factors in the change. The saving in weight
and the obviating of risk through imperfect riveting,
as well as the saving in constructional work, are all
advantages attaching to the change. It is now the
most approved practice to have marine boilers, even
of the largest dimensions, constructed with only one
longitudinal lap or seam, and without any circum-
ferential seam (unless in long double-ended boilers),
except those at the ends necessary for connecting the
front and the back plates. Welding by electricity, or
by one or other of the gas processes now so much em.
ployed, may, of course, also contribute to the abolition
of riveted work and extra weight in boilers ; but not a
few things point to the day being near when boilers
of average size may be rolled with precision and
marvellous rapidity from the solid bloom at the steel-
makers' works. The practical obstacles in the way of
this are not insurmountable, and the question of first
cost almost alone stands in the way.
Interesting evidence of the possibilities of manufac-
ture in this direction being taken advantage of is
afforded by the fact that Messrs. Yarrow & Co., of
Scotstoun, are having the steam drums or chests of
the water-tube boilers they are fitting into the two
British torpedo destroyers they have on hand made
seamless and rolled to the requisite diameter from the
solid bloom. The first of these steam drums has
recently been produced successfully at the Sheffield
works of Messrs. John Brown & Co., Ltd. The mill
in which this work has been done is of a very special
character, and has already been employed producing
turbine rotor drums of considerable weight and diame-
ter. The drums made have been of various weights
and sizes, the largest as finished being 12 ft. 2I in.
148
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
diameter and of 24 tons weight. The actual rolling
of this huge ring or tube of metal occupied only about
twenty-six minutes. The boiler steam drums of the
Yarrow destroyers are 11 ft. 6 in. long by 4 ft. 2 in.
internal diameter throughout. When rolled to the
correct internal diameter the drum is iJ'^ ins. thick,
this thickness being necessary in way of the tube holes,
but elsewhere over its circumference it is planed down
to the requisite thickness for pressure strength.
Besides saving work and obviating the risk of im-
perfections in riveting, these solid-rolled seamless
drums are much lighter with the same strength, and
these advantages it is felt — weight-saving in a
destroyer being, of course, of great importance —
fully justify the extra expense involved by their
adoption. With the extended use of such productions,
and with experience in manufacture, the cost to users
will be much reduced, and so bring nearer the day of
solid-rolled boiler shells.
THE NEW CUNARDER.
AS we anticipated the Cunard Company have now
announced the fact that they require a new
vessel larger than the Manretania, and in addition
they have actually invited Messrs. Swan, Hunter and
Wigham Richardson, of Wallsend-on-Tyne ; and
Messrs. John Brown & Co., of Clydebank, to specify
for a steamer with a gross register tonnage of 50,000
tons, having a length of 885 ft. 6 ins., a beam of 95 ft.
6 ins., and a speed of 23 knots. This is not a much
further step towards the 1000 ft, liner above what is
already done by the White Star Company and con-
templated by the Hamburg-American Company, but
as far as general capacity is concerned the new
Cunarder will be larger than the Olympic and Titanic
by 5000 tons, and be on a par with the Ham-
burg-American. This seems to us to be carrying out
a safe and economic policy of progression by reason-
able stages, so that the experimental risk is reduced
to a rational basis. The new vessel is to be pro-
pelled by turbines, and the boilers are to be capable of
burning oil fuel as well as coal. The passenger
accommodation will be 650 first-class, 740 second-
class and 2,400 third-class, makirig a total of 3,790.
As an evidence of the progressive policy in providing
increased facilities it is interesting to note that a
Turkish bath, a swimming pond and a theatrical stage
are among the new features of construction, so that the
comfort and recreation of the passengers is being
catered for in a most generous manner. It is difficult
to properly comprehend the relative sizes of these new
vessels in comparison with the present two Cunarders,
but the following figures may enable some idea to be
formed. Taking the Mauretania, the Olympic, the pro-
posed Hamburg-American and the proposed Cunarder,
in this order the gross registertonnage is 32,000, 45,000,
50,000 and 50,000 ; the length in feet is 762, 882J,
881 and 885I ; the breadth in feet, 88, 92^, 100 and
951; and the speed in knots, 25, 21, 22 and 23
respectively. From these figures it will be seen that
the new Cunarder and the Hamburg- American vessels
will each be 11% larger in register tonnage than the
Olympic and 56% larger than the Mauretania. This
development tends to show more strongly than ever
that the big ship will be the carrier in the future,
anyhow, so far as main lines of traffic are concerned.
To the man in the street the cost of these leviathans
can convey little commercially: for instance, it is con-
templated that the new Cunarder will cost two
millions, but a reasonable return on such a huge
capital expenditure is difficult to appreciate in any
abstract sense ; however, we cannot think that such an
expenditure would be made by a body of business men
unless it were done on a sound commercial basis.
THE BROWN-CURTIS TURBINE.
WE gather from an account given in our contem-
porary. Engineering, that the results obtained
from the installation of the Brown-Curtis tur-
bines in H.M.S. Bristol are not only very interesting in
character, but we venture to think may have a far
reaching effect in turbine-driven ships.
The Admiralty have been extremely careful in
obtaining information during every step of develop-
ment in the adoption of the turbine system during
the past ten years, and the result of their policy
has been that the " Parsons" type was considered the
only one satisfactory and worthy of adoption up to the
date of settling the machinery for H.M.S. Bristol.
However, Messrs. John Brown & Co., Ltd., who have
taken up the manufacture of the Curtis turbine were
able after careful investigation and practical experi-
ments to prove to the .\dmiralty the desirability of
adopting this impulse type of turbine in the new class of
cruiser of which H.M.S. Bristol is representative. It
may be stated that the primary reasons on which the
advantages of the Brown-Curtis turbine are based
may be summarised as the use of superheated steam
in the turbine of the " Impulse " type, the absence of
closely fitting parts and the consequential fine adjust-
ment necessitated thereby, while at the same time
obtaining high economy at low powers, and lastly, but
not least, the general simplification of the machinery
in the engine room and the connections relative
thereto. We understand that the ship attained a
mean speed of 26-84 knots with a mean shaft H.P. of
24,227 during the eight hours' trial. On the four
earlier vessels fitted with turbines of the "Parsons" type
the mean shaft H.P. was 23,800, and the average of
the mean speeds was 26-13 knots. On the same ships,
when the shaft H.P. was 18,650, the average of the
two mean speeds on the measured mile was 24*98
knots, while on the corresponding trial of the Bristol
the shaft H.P. was 19,130, giving a speed of 25-17
December, igio. THE MARINE ENGINEER AND NAVAL ^CHITECT.
149
knots. Taking another basis of comparison, during
22 hours' trial the average of the mean speeds of the
four shafts during such trial was 14,016 shaft H.P.,
giving the average of their measured mile speeds of
23-56 knots, while the Bristol's mean power was 14,300
shaft H.P., and the measured mile speed 24-06 knots.
These results fully justify the Admiralty in the
departure they have made in fitting the Brown-Curtis
turbine to the Bristol.
The Internal Combustion Engine, by Mr. William P.
Durtnall. During the reading of Part II. of his paper at
the Institute of Marine Engineers, on Monday. November
2Sth. Mr. Durtnall introduced an interesting system for
making gas in connection with suction gas engine driven
ships. The novelty concerning this is the fact that either
crude oil or coal may be used.
The Brussels Exhibition. — .\lthough this Exhibition was
closed last month it may be well to recall a few reminiscences
connected with it which appealed to us, prior to the closing
scenes. For instance, the re-opening of the British section,
when made good after the fire, was the occasion of an inter-
esting demonstration calculated to knit kindly sympathy
between the national promoters and Belgium as a whole
and the British exhibitors, which may, it is hoped, extend
beyond the confines of the Exhibition, and serve to cement
friendhness between the nations. King Albert of Belgium
was present, and Sir Arthur Hardinge, on behalf of
Britain, expressed thanks for the interest taken by the
King in the re-opening ceremony, and in responding
the King congratulated the exhibitors and the British
Government for the promptitude and energy displayed
in making up the section so well, in order to preserve
the Exhibition as complete as possible during the remainder
of the time it was to remain open. The devastation caused
by the fire was visible in the background to some extent,
but the erections and ornamentations replaced along the
front and side served to sweeten the appearance to the eye
of the visitor not too curious to behold the twisted ironwork
and debris strewn behind. The grounds of the Exhibition
were laid out artistically and gave a pleasurable sensation to
the visitor, and although the Exhibition proper was c osed
at 6.0, the grounds remained open and provided a promenade
amid lamps and festoons which tempted large numbers to
remain and run the risk of reaching Brussels by late cars.
The system of having compartments in the grounds marked
opposite which the special car desired stopped to embark
passengers was in operation, and prevented crushing. The car
system inside the grounds was also good, and by taking advan-
tage of it, the visitor, on first entering, had a good oppor-
tunity of noting the various portions which appealed to him
as specially worthy of a closer examination, thus saving time
when only a brief visit was contemplated or possible.
The Bed of the Ocean. — On the occasion of the pre-
sentation of the Royal Scottish Geographical Society's
medal to Professor Geikie for his well-known work on research
m connection with geology. Sir John Murray, to whom the
Livingstone medal was awarded, delivered an interesting
address on the ocean. Referring to the means which had
been used to discover the conditions existing in the various
seas, the currents, depths, species and habits of fishes, the
variety of material found in the ocean bed, a tribute was paid
to the private enterprises which had contributed to the
knowledge of the world ; commenting on the observed data
showing that the bed of certain seas appeared to take on a
deposit of an inch in ten years, and that the ashes from
steamers lay thick on certain routes amid shells and other
deposits, it was suggested that at a distant period of the
future observers might find in the buried ashes evidence to
show to the then generation what had been in the first ages
of the world's life. The Earl of Stair presided and presented
the medal to Prof. Geikie, that to Sir John Murray was
was presented by Mrs. Livingstone Bruce — ilaughter of the
distinguished missionary traveller.
THE
GERMAN
"VON
BATTLESHIP-CRUISER
DER TANN."
BUILT as a reply to our " Invincible " class, the Von der
T«BK represents Germany's initial effort in the construc-
tion of vessels of the battle-cruiser type, and is certainly
the most interesting warship at present in the Teutonic
fleet. Unlike the battleships of the " Nas.sau " type, the Von
der Tann exhibits none of those mistakes in conception
and design which so greatly detract from the fighting value
of the former ships ; there is no attempt to cram a huge
armament into insufficient hull-space, the disposition of the
guns being such that the same weight of fire can be brought
to bear on all points as in the Nassau with her four extra
guns. Again, whilst the battleships suffer from inadequate
ammunition supply, float at, at least, a foot more draught
than was designed and cannot accommodate their crews
comfortably, the Von der Tann's guns can be well fought,
she can steam some three knots faster than her paper speed
and her open decks and well-spaced living quarters are all
that could be desired from both a utilitarian and a hygienic
point of view.
Laid down at Messrs. Blohm & Voss' yard, Hamburg, on
March 25th, 1908, the Von der Tann was launched on March
20th, 1909, commissioned for trials on April 24th, 1910, and
entered the service on September ist. Until a few months
prior to her trials, no authentic details as to her armament
and general design could be obtained, with the result that
she was credited with a higher fighting value than she actually
possessed. Thus, in 1907, " Fighting Ships " gave her, with
all reserve, an armament of twelve 1 1 -in. guns so arranged that
all could be fought on either beam, and eight axially— par-
ticulars that were generally accepted as approximately
correct. The following year, however, the gun-power had
fallen to eight 11 -in. mounted in the position in which they
actually are — a bold piece of prophecy, but one which did
not influence the fixed belief that the ship would carr\' a
heavier armament than this. In 1909 there was still un-
certainty as to her design, and the alleged armament had
risen to ten ii-in., disposed as in the Dreadnout;ht. That
summer the writer had an opportunity of inspecting the ship,
and although a profusion of awnings covered the greater part
of the hull, the presence of a main-deck secondary battery
could be ascertained. Last spring the four big turrets
postulated an armament of not more than eight ii-m. pieces,
although previously the addition of some dummy turrets— or
covered-in erections that could be mistaken for them— had
obscured the actual gun positions and design.
From the illustration and plan herewith it will be seen that
the design is similar to that of our own I nde fat livable, there
being two axial and two diagonally placed turrets each carry-
ing a pair of guns. The wide spacing of those amidships is,
of course, a great improvement upon the cramped distribution
of the corresponding pieces in the earlier ships of the " /"-
vincible " class, whose " off-side " bearing is very restricted.
The 6-in. main deck battery is characteristically German, but
differs from that of the Nassau's inasmuch as the hull is not
recessed forward to allow of axial fire for the first pair of
guns ; consequently, although their arc may be restricted,
the guns are certainly drier in a sea-way.
The following table sums up the characteristics of the
English and German ships : —
Von der Tann. Indefatigable. Invincible.
Length (overall) q 60 feet .. 580 feet .. 562 feet
Beam 87 .. ■■ 8° ■• ■• 78| ■•
Draught (mean).. 26J ,, .. 27J ,, .. 2f)i ,,
Displacement
(normal) 18,700 tons* . . 19,200 tons .. 17,250 tons
I H.P. (designed) 41,000 .. 45.00° •• 41.000
Speed 25/28 knots .. 26/30 (?) knots 25/2 knots
Belt armour . . 6-7 in. . . 8 in. . . 7-4 1"-
Big gun ,, .. 8 in. .. 10 m. .. 10 in.
- ii-in. . . 8 i2-in. . . 8 T2-in.
. . 16 4-in.
16 4-in.
.\rmament
10 5-9-in.
16 3-4-in- . . — • • —
Torpedo tubes .. 6 . . 2 . . 5
Coal 1000/2800 tons iooo/25oots. iooo/300ots.
Total cost ' .... ;^i, 833,000 .. £1,547.426 .. £1,725.000
Cost per ton .. l9» ■■ £^o-} ... £100
*Eull trial disj)Iacement over 19,000 tons. ,-••.•■.
150
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, igio.
From which it may be seen that the German ship exhibits
no very wonderful features, although an almost theatrical
secrecy was observed over her construction and her designers
were credited with being able to produce a design possessing
on a smaller displacement a more powerful armament, better
protection, greater speed and a general all-round superiority
over our own contemporary ships.
Let us see exactly on what points the Germans have im-
proved on the " Invincibles." In the first place, the German
1 1 -in. gun, although an excellent weapon, cannot claim to be
the equal of our latest i2-in., and for this reason the British
ship may be considered more powerful as regards primary
armament. Incidentally, the alleged superiority of the
German guns over the British cannot be sustained when the
full facts are considered. In the first place, our 12-in. pro-
jectile weighs 850 lbs. against the 760 lbs. of the ii-in.,
and has a muzzle energy of 49,568 foot-tons compared with
42,435 foot-tons of the German piece. Both have the same
rate of fire (two rounds per minute). If the 11 -in. has any
advantage it is with regard to its " life," but here it is difficult
to obtain unbiassed and ofiicial data for comparative purposes.
By reason of the wider spacing of her guns, the Von dev
Tann can bring the off-side couple to bear through a slightly
wider arc than can the Invincible, but as the results of cross-
deck firing are attended with excessive strain on the deck and
hull side below the guns, the additional arcs of bearing — which
are exceeded in our I>idcfati[;able — need not be counted for
much. Against this, the amidships guns on the Invincible
are a deck higher than those corresponding on the Von der
Tann — a factor of great importance as regards " command."
By virtue of her heavy secondary battery of 5 'g-in. and
3'4-in. guns, the German ship may be considered to be the
the Mauretania averaged. To attain this result the coal
consumption amounted to 62 lbs. per square foot of grate
surface (1950 square feet) per hour. When it is remembered
that she has only two funnels, the wear on the uptakes must
be excessive, and bound to lead to their being rapidly burnt
out. Now the three " Invincibles" each did over 28 knots, and
have maintained their trial speeds of 26 knots for twenty
hours on end during recent manoeuvres — the Invincible her-
self did 26'6 knots in a gale off Polperro, while the Voti der
Tann ran her trials in perfectly calm weather on a picked
stretch of water. It is, therefore, evident that the British
ships are the more likely to prove the faster sea-boats, they
as yet not having been run at their maximum pressure, which
might conceivably result in their touching 29 knots.
To sum up, therefore, the British ships must be awarded
the palm for superiority in big guns, speed, protection and
general sea-keeping qualities, while the German may have
slightly the better of it with regard to her secondary arma-
ment and all-round concentration of fire.
In appearance the Von der Tann is not nearly so imposing
as the British battleship-cruisers with their huge funnels,
tripod-masts and continuous high freeboard. Her super-
structure forward is mostly canvas and railings, whilst owing
to the funnel tops being on a level with the searchlight plat-
forms, deck-houses, etc., there is sure to be the same trouble
with smoke in a following wind as caused the funnels of
most of our new crui.sers to be raised from 6 to 15 feet.
There is a complete absence of ventilating cowls, etc., the
peculiar funnel bases having been utilized as great air shafts,
hence their unique appearance. As a consequence of the
turret .spacing, the number of boats carried is very limited,
and these are stowed in inconvenient places by the funnel
^P=^^^^=^
Plan of the Von Dci Tann
better protected against torpedo-boat attack, but it must
always be borne in mind that a main-deck battery is of little
use in a sea-way because of its restricted command, while
the 3'4-in. guns mounted in the bows and stern are not going
to be fought in all weathers. Consequently the British
4-inchers high up on the turret tops and in the super-struc-
tures may in actual practice prove as efficient a protection
as the more numerous but less advantageously placed German
guns.
The Von der Tann has not proved to be so well protected
as was originally supposed. Her main 6-in. belt extends
along that section which lies between the two end turret bases,
the bow and stern continuations being 4 in. The Invincible
has a more extensive 7-in. protection, and the 4-in. extension
goes up to the stern post, which the Von der Tnnn's does not.
Compared with our 10-in. turrets, the S-in, protection to the
German big guns seems light. The main-deck battery is
said to have 4j-in. armouring, but this is uncertain ; the
protective deck is 2J in. thick, the Invincihle's being 3 in.
With a designed H.P. of 41,000, the Von der Tann was
expected to steam about 24^ to 25 knots. On trial she
developed 70,000 and touched 28'i28 knots, with a mean
of 27'4 for si.x runs — a result which at first sight suggests
superior steaming powers over the Invincible's until the
conditions in each case are considered. In the first place, the
German ship was forced to her utmost, as the 1 1 lbs. of steam
per shaft H.P. recorded gives 880,000 lbs. for the turbines
alone, and to this must b'e added some i 5 per cent, for auxili-
ai'ie's— a total of i ,obb,obo Ib'^. per hour, which is about whiit
bases — possibly some may be carried on the amidships turret
tops, but this is not certain. The Nassau carries some
small boats on the after amidships turrets, and faute de micux
the Von der Tann may do so as well. Incidentally it may
be mentioned that the very latest British ships will carry
their boats under cover out of harm's way.
The main-deck torpedo net defence is an innovation as
regards German cruisers, the Nassau being the only other
ship in the fleet to be so fitted. The present pattern of net
and fittings is said to be somewhat cumbersome and unwieldy.
Owing to rapid development in design, the Von der Tann is
likely to remain the only unit of her type, as the Molike —
now completing for sea — and subsequent vessels are much
larger and more heavily armed. They will not, however,
bear any comparison with the Lion, Princess Royal and the
ships to be built under the current programme, as these will
carry the new 13'5-in. gun as against the 12-in., or possibly
1 1 -in. of the Germans.
Shipbuilding Returns for 1910. — In our January number
we shall publish as usual the Shipbuilding Returns of the
world, giving details of all vessels launched and engined
during 1910. This is the most exhaustive list published
and has been a feature of this journal for thirty years past.
The number is a double one, and, in addition, will contain
mkny original artitle's.
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152
THE MARINE ENGINEER AND NAVAL ARCHITECT December, 1910.
THE FLEETS OF THE MAIL LINES*
{From our Own Correspondent.)
New Atlantic Ports.
TWO old projects for the alleged shorteniiiK of the Atlantic
passage have recently been revived.
The first of these is that put forward at the general
meeting of the Midland Great Western Railway of Ireland at
the beginning of November, when it was sought to obtain
the sanction of the shareholders to an expenditure of five
thousand pounds for prehminary expenses in respect of an
attempt to revive the glories of Galway as an Atlantic port.
The total amount required to promote the necessary bill in
Parliament was said to be £20,000. of which another ;i5000
would be found by Messrs. S. Pearson &■ Sons, the well-known
contractors. The eventual expenditure under the proposed
bill was not mentioned. But it would evidently be a con-
siderable sum, as the scheme involved the construction of a
deep water harbour at Barna, three miles from Galway, and
the making of a short railway to link that port with the main
line of the Midland Great Western system. Galway seems
to be nearly three hundred miles nearer Canada than, say,
Liverpool, and that advantage cannot be gainsaid. But it
must be remembered that, as the port is on the middle of the
west coast of Ireland, steamers calling there would have to
make a deviation of many miles from their direct course to
English ports, whether they were taking the Northern or the
Southern route to their destination. Herein Galway is at a
disadvantage to its rivals. Queenstown and Fishguard lie
on the direct line between New York and the Mersey, whilst
Continental-bound ships pass close to Southampton and
Dover, even when they do not call at tho.se ports. Barna is
a hundred and thirty miles from Dublin, and when Dublin
is reached there is — as I found myself the day preceding the
meeting — an unpleasantly rough stretch of sea before the
traveller finds himself at Holyhead. Briefly, the disem-
barkation at Galway means a considerable deviation to the
steamer, and to those passengers who proceed m her to the
terminal port, and a journey of at least thirteen hours, involv-
ing two changes — one of them to a steamer — before London
can be reached. The White Star Company has just found
that experience does not justify a call at Holyhead. Galway
means a journey of which Holyhead is only the first and
easiest of three stages. Is public memory so short that the
disastrous attempt to make Galway into a port forty years
ago has been entirely forgotten ? If it is, it may be worth
while for me next month to give a short history of the troubles
and losses of the old .\tlantic Royal Mail Company.
The other scheme stands on a somewhat different footing.
Its promoters propose to make Montauk Point, Long Island,
a terminal for the new Atlantic vessels now under construction
for the White Star Company, That there will be a difficulty
with these ships at the present New York piers seems certain.
For they will project a hundred feet into the North River
and the authorities will not allow further lengthening of the
piers. The construction of a deep water pier at Montauk
Point, therefore, has much to recommend it. A hundred
and thirteen miles nearer Europe than their present terminus,
the ships using it would avoid the more crowded waters at
the Western end of their journey and would thus be probably
enabled to maintain their full speed almost to the last, New-
York passengers would find that a couple of hours railroad
journey was substituted for the last six or seven hours of their
steamship voyage. This would mean, of course, an additional
change for them. But for other places than New York, such
as Chicago, Philadelphia, Boston, and the hundred important
towns to the South, West and North of New York no addi-
tional change would be necessary. They have a railroad
journey now, and they would have it still. A couple of
hours added to it in the luxurious through trains of the
American continent would hardly be noticeable, and would
certainly be a small price to pay lor the economy of the
ocean trip. Similarly with goods from the interior of the
Continent, the addition of a hundred miles or so to the rail-
road journey, if it did not involve an additional transhipment,
would be quite unimportant. The Montauk project failed
twenty years ago because it could show no appreciable
advantage over New York and because it involved additional
changes. Now the situation is quite alteicd, Montauk
can adapt itself to the accommodation of the new leviathans
as New York apparently cannot do. The building of the
railway connections acro.ss the New York rivers has thrown
Long Island into the Continental railway system, and the
additional changes of conveyance are no longer es.sential.
For these reasons the Montauk scheme is far more likely of
realization than are the hopes of those who would see Galway
the gateway of the West.
The White Star Line
is cretlited with other designs for next season than its pro-
motion of the Montauk scheme. It is said to have found the
success of its .service to the St. Lawrence to be so great that
it has decided to make the sailings, now fortnightly (as far
as its big liners are concerned), into one which will each week
provide a sailing by a steamer of the type of the Laurentic.
Where exactly these ships are to come from one cannot quite
foresee. There must be a re-arrangement somewhere in the
complex system of the Combine, and the New York-Mediter-
ranean trade would appear to be too successful for the man-
agers to deprive that service of two steamships of the Bepublic
type.
The Port of London Authority
has now issued its first annual statement. What chiefly
interests me in this voluminous document is the justification
which is given to all the criticism which in this column was
poured out upon the directors for the continued starvation
of the dock estates by the Boards of the various companies.
The chief engineer has, it is said, reported " that generally
they (the docks) have not been maintained in a proper state of
repair and that to ensure the efficient and safe working of the
undertaking a large and immediate expenditure was abso-
lutely necessary."
The estimated cost of putting things straight is not far
short of three-quarters of a million sterling. It may be well
to show how it is allocated amongst the different estates,
that have now come under the central management : —
London and St. Katherine .... ;^90,56o
East and West India 150,240
Mctoria and Albert 265,652
Tilbury 86,448
Surrey Commercial 80,884
MiUwall 61,827
Total i/.^i.fi' '
The West African Service.
For some time there have been rumours of an agreement
between the Elder, Dempster and Woermann Lines to West
Africa. The foundation for these reports now becomes
apparent. .\ new company with a capital of 10,000,000
francs, say ;£40o,ooo, has been formed at Antwerp lo run a
line of steamships from that port to the Congo. The con-
stituents of the new organization are the Hamburg, Woer-
mann and Elder, Dempster Lines, That the Woermann
and Hamburg companies were friendly has been known for
some time, but the agreement with the British companies
is quite a fresh feature. The new venture is to make its first
sailing on the ist February next.
Brazilian Steamship Companies.
A new departure has been made by the Brazilian Lloyd
which last month instituted a service between Liverpool and
Rio with its twin-screw liner Mtnas Geraes. On the other
hand, there seems a possibility that the service of the .-Xmazon
Steam Navigation Company may be restricted or even
abandoned. For the company's contract with the Govern-
ment expired at the end of July, 1910, and it has not proved
possible to obtain a renewal on terms at all acceptable to the
company. The directors have arranged to carry on the
company's services till the end of November, but they do
not propose to do so after that date — save, of course, on their
own terms — and accordingly they are summoning an extra-
ordinary general meeting in order to obtain powers to dispose
of the assets of the company should a suitable opportunity
occur.
The Hamburg-American Line.
In last months' notes I nieiitioned the aiiproachmg removal
of the steam yacht Oceana — formerly the Union Liner Scot —
from the fleet list of the Hamburg Company. It now tran-
sjiires thnt the purchasers are .i new conqiany who propose
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
153
to employ her in the rapidly expanding passenger business
between New York and Bermuda, and that the price paid for
her was £40,000. Meanwhile, her late owners, determined
not to relinquish their hold on the public yachting business,
have sent the fast liner Dt'utschland to Stettin to have certain
of her boilers taken out and otherwise to be adapted for her
new career as a cruising vessel instead of a fast mail carrier.
Wireless Telegraphy.
The new management of the Pacihc Steam Navigation
Company has given orders that the mail and pa.ssenger
steamers employed in the trade between Liverpool and the
West Coast of South America arc to be htted with wireless
telegraphy, and accordingly the Orupcsa, the first vessel to be
so fitted. 'left the Mersey in November, having received her
installation during her three weeks' stay in her home port.
South America indeed is rapidly being supplied with wireless
stations. Signor Marconi himself paid a visit to the Plate
during the autumn now closing, and availed himself of the
opportunity afforded by his trip to make certain interesting
experiments in the use' of kites m wireless signalling in the
course of his voyage. Ah agitation has been raised in the
diminishing ranks of British sailing shipowners to have a
wireless station erected in the Falkland Islands, so that
reports received there from the numerous sailing vessels
which call there can be transmitted.
In the Australian trade, too, another company — the Aber-
deen Line — has adopted Jlarcom's invention and has given
orders for the equipment with wireless of the three steamships
Miltiades. Marathon and Moravian, of those of their
steamships already at work, whilst the two new vessels now
under constructio'n at Messrs. Harland & Wolff's will be
similarly fitted before delivery to their owners.
The Bibby Line
having received delivery of their new steamship the Glou-
cestershin- from Messrs. "Harland tV Wolff, have disposed of
the oldest vessel of their fleet — the Cheshire — built as recently
■ as the year 1891. She has been purchased by a Rangoon
shipowner and renamed by him Seang Choon.
HUHN'S IMPROVED TUBE-CLEANER.
FOR the past ten years the tube-cleaner put upon
the market by the Huhn Tube-Cleaner Manu-
facturing Company, of 11, Queen Victoria
Street, London, under the title of the " Turbinia,"
has met with a large amount of success in
dealing with deposit in boiler tubes. The device
is a rotary one, carrying cutters and operated by
water or air, which at the same time carries away the
deposit removed by the cutters. The cutters are
mounted on arms which, under the action of centri-
fugal force, fly outward against their work during the
cutting action of the cutters.
However, as time has gone on practical experience
has shown that objectionable conditions arise owing
to the access of water to the ball bearings supporting
the cutters' arms, and such water at high pressure
drives the lubricant out in a few seconds. Further,
the rate of revolution of the cutters being some thou-
sands per minute, and the pressure of water used
being at least 150 lbs. per square inch, the strain
thrown on the head bearing of the cutter amounts to
about 880 lbs., consequently the wear on the bearing
discs, ball races and balls is very considerable, and
the resulting enlarged clearance produced materially
reduces the mechanical efficiency of the water guide
and turbine wheel. These features are much accen-
tuated when the distance between the ball bearings is
short. To appreciate these points we refer the reader
to Fig. I, which illustrates the original design of the
apparatus.
In order to overcome these difficulties the apparatus
has now been re-designed in the form shown in Fig. 2,
from which it will be seen that the rotating head is
mounted on its hall bearings, so that all water is
eflfectually excluded, while an oil reservoir is arranged
at the head of the apparatus surrounding the top
bearing and lubricating both it and the lower bearing ;
in fact, the water exerts a sucking action on the lower
bearing, and tends to draw the lubricant through the
holes in the axle provided for its passage.
The distance between the ball races has been
increased to about three times the original distance,
thus affording a thoroughly substantial and durable
bearing. The apparatus is easily manipulated and is
always ready for use, and merely needs connection by
a one-inch armoured rubber hose to a feed nozzle on
force pump capable of giving a water supply of about
Fig.
Fig. 2
150 lbs. pressure. When the cutter head has been
inserted into the tube the water is turned on, and the
head is revolved thereby owing to the turbine con-
struction of the cutter head. The cutters are loosely
mounted on their carrying arms and are driven out-
wardly by centrifugal force against the material
deposited on the walls of the tube. The exhaust
water, after passing through the turbine, not only
cools the cutters, but at the same time carries away
the material removed. The apparatus when working
sets up a certain amount of vibration which materially
assists the removal of scale. A prominent feature of
this cleaner in connection with marine boilers is that
it can be made for small tubes down to i inch internal
diameter, also for slightly bent tubes. It can further be
used in awkward places difficult of access, such as are
often found on board ship.
154
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
THE INTERNAL COMBUSTION ENGINE.-
PART II.
By Mr. William P. Durtnall (Member).
IN selecting the title of this paper the author was well
aware that the subject could cover a great volume of
technical matter, in fact much more than would be in
order with the objects at issue. Thousands of different
designs and tj'pes of prime-movers have been investigated by
engineers all over the world, during the history of this im-
portant power, and with ever-increased efficiency both in
design and operation. A tremendous impetus has been
given to the building of small power boats and other means
of utihzation of power by the great improvements in the
internal combustion engine. This engine may employ either
petrol or similar volatile spirit, petroleum, alcohol or pro-
ducer gas. Steam has had a good long innings, and has been
developed through years of practical experience, so that
though it cannot be said to have reached finality, yet no
startUng developments are to be anticipated. On the other
hand, the internal-combustion engine is of recent growth,
and its rapid advance towards perfection during the past
few years gives promise of still greater possibilities.
In considering the pros and cons of steam. we have fairly
reUable and conclusive data to go upon, without making too
great reservations as to the future. The great points upon
which this form of prime-power claims the attention of ship-
owners, or would-be owners, is its proved freedom from
breakdowns, due to the more or less exact knowledge which
has been obtained from many years of e.xperience. The
perfect flexibility of the engine, from the maximum number
of revolutions down to practically zero, giving easy control
and reversing, its economy in fuel, quietness in running,
and simpUcity of construction. On the other hand, the
machinery takes up a considerable portion of valuable space
in the best part of the boat, and coal is dirty to handle,
either in getting on board or in putting same into the furnace,
so that men have to be employed and carried for this pur-
pose ; further, valuable time has to be spent in getting up
steam before proceeding on a certain voyage. This is con-
siderable in large ships, although in small pleasure craft as
Uttle as ten minutes can accomplish this latter duty, especi-
ally where liquid fuel is used for raising steam. Liquid fuel
is cleaner to use and does not require so much attention,
but its cost is much higher for steam raising than coal ; on
Fig. I.
the other hand, petrol is dangerous and expensive to run, but
easy to start ; petroleum is cheaper and comparatively safe,
but unless used in certain tj'pes of engine causes delay in
starting, whilst producer gas is safer and cheaper still, but
in some designs is yet heavy and cumbrous and takes time
to start. Taking the whole line of types into consideration,
it can be safely put down that on the matter of ready starting
the petrol engine comes in an easy first, and in a certain type
of speed boats its appUcation is desirable from many aspects,
its light weight per horse-power developed, which must be
of great advantage in those cases where boats have to be
hoisted in davits ; it also permits of less displacement and
should consequently give greater speed per horse-power, and
the small amount of space taken up. Therefore, allowing
a power installation in a very small and low-priced boat, and
bringing the possibility of a power-driven boat within the
reach of those that, although desiring power, perhaps
* Read before the Insiilute of Marine Engineers c n Monday,
the 28th November, 1910.
For Part I. see October issue of The Marine Engineer and
Naval Architect.
could not afford the larger size and cost of steam, its com-
parative cleanliness and small amount of attention required
whilst running, cheapness for small sizes, and other advantages
have made this class of internal-combustion engine popular.
On the other hand, it is liable to a number of derangements,
to many, of a puzzling nature, is rather noisy unless a proper
installation is carried out, only got by experience, and petrol
is so dangerous on account of its inflammability, as to make
its application prohibitive in, say, cabin boats.
A few points in connection with this class of simple prime-
mover of the four-cycle type will not be out of place in this
paper, especially to those who have not been fortunate to
have had experience with them. By far the greater pro-
portion of internal-combustion petrol engines are con-
structed on what is known as the water-cooled cylinder type,
and Fig. i shows a section of such a cylinder, having a spheri-
cal clearance head, and a depression on the piston head ; the
shaded portion at top and bottom indicate the water jacket
space, in which the cooling or circulating water passes, to
carry away the excess heat from the cylinder walls. The
circulating water used is assisted by means of a pump, driven
from the engine crank shaft, and coupled to a supply tank
r'-lzH^^JHy
Fig. 2.
and radiator, to dispose of the heat units to the atmosphere.
Fig. 2 shows the method of coupling up same, and the path
of the water circulation and working on the thermo-syphon
system. As before stated, the reason why the petrol engine
is such an easy starter is the fact that petrol vapour is given
off at a much lower temperature than the heavier oils, and it
is obvious that by bringing a quantity of air at a high velocity
past a small jet in which the petrol is present that the vapour
will be given off and mix with the air, and thus form by
proper adjustment an explosive mixture. Fig. 3 shows the
action of a so-called carburetter, or mixer. It will be ob-
served that A IS the hollow float carrying a small needle
Fig- 3-
valve at the top, which does the duty of closing the supply
of petrol from the supply pipe, should for some reason the
fuel consumption be reduced either by slowing the engine
or on being stopped, etc. ; its duty is, therefore, that of
keeping the level of the petrol in line with the top of the jet
in the air-way on its passage to the cylinder, drawn in under
the suction of the outgoing piston. B is the connection
between the float chamber and the jet, C is the spraying
nozzle or jet as it is more usually called, and it will be at this
point noticed that the air comes in through the small way
under the jet chamber, as will be seen by the arrow mark ;
the inlet valve is shown at D, which opens inward against the
spring E, which closes the valve on the pressure in the cylinder
F again getting back to that of the atmosphere. On the
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
155
return stroke of the piston the inlet valve as shown, closes
and I-'ig. 4 shows how the compression is raised, and the
petrol further atomized by the rise in temperature that also
takes place under this compression. It will be observed that
half-way through the stroke the pressure increases above
that of the vacuum line to approximately 30 lbs. per square
inch, and that at three-quarter stroke the pressure is about
60 lbs., and at seven-eight stroke the pressure is 120 lbs. ; the
energy to carry this into effect is given ofi by the action of
the flywheel. The next, or third stroke, is that which is
known as the working stroke, in which the compressed
explosive mixture is fired by means of, say, an electric high-
tension spark, commonly known as electrical ignition, the
mixture immediately burns and the temperature also rises
to a high degree, the crank being now on the outward stroke
again the piston is driven forward under the intiuence of this
superior pressure ; the fuel is burnt, the pressure raised, and
the expansion stroke has commenced as in a steam engine.
Fig. 7 in part I. of this paper shows a diagram taken of
an engine during this stroke ; it will be noticed that at B,
on this diagram, the piston has arrived at approximately
the end of the stroke, but that the expansion is not complete.
The exhaust is positively opened, whilst a good portion of
the pressure formed by the explosive mixture is still avail-
able ; this is sheer waste, and in the author's opinion this
is to be investigated and utilized in the early future, by
means of a suitable gas or exhaust turbine. As the matter
stands to-day this good pressure is simply turned into the
atmosphere, which is the cause of the noise that has been
previously referred to, or it is taken into what is termed an
exhaust or expansion box, and so arranged that the gases
are expanded to no purpose before being allowed to reach
the atmosphere, it being obvious that if they were to arrive
*nn ) ii 1 1 ) I III i"i'))tnt> ) nimiijfiffi\
Fig- 5-
at the same pressure as that of the atmosphere there would
be no noise.
Fig. 5 shows such an exhaust box, and it will be observed
that the exhaust gases still under pressure are delivered to
the inlet as shown by the arrows ; they are expanded by
coming out of the pipe by means of the slots shown, into the
space in the front of the box, they then find their way at lower
velocity through the small tubes fixed in the centre division,
and thus they arrive at the second chamber for still further
expansion, then through the small tubes that lead them to
the atmosphere, where they arrive usually with a loud report,
especially when the engine is under full duty. During this
period, and whilst the contents of the cylinder are thus being
disposed of, the piston has returned to the end of the cylinder
again, which formed the fourth stroke of the cycle and is
usually termed the four-cycle or stroke engine. The cycle
is again repeated and continues, and Fig. 6 shows two dia-
grams taken from a normal engine, under service conditions;
the bottom one shows the engine under approximately half
load and the top one shows the engine under full load ; both
exhibit the variations in the pressure and expansion curves,
usually noticed in consecutive explosions, and they show
three successive strokes each.
Fig. 6.
As regards carburetters, there are a large number of differ-
ent types on the market, the best of which are those which
provide a means whereby a rich mixture can be obtained when
the engine is running at a low revolution speed. In the
ordinary' way the velocity of the air will, of course, be lower,
and the petrol is, therefore, not drawn off quickly enough to
form a proper explosive mixture, consequently the same is
not in right proportion and is not fired by the spark and the
engine usually stops from that cause. But there are what are
termed automatic carburetters that reduce the area of the air
inlet and thus increase the velocity of the air on its way to
the cylinder, so that more petrol is drawn off and the right
mixture is formed, and thus the engine will under these certain
conditions run at a variable speed, but not with the same
fuel efficiency, which, as previously pointed out in my
paper on electrical power transmission, is one of the defects
of many of the internal-combustion engines that have been
proposed for marine propulsion ; the internal-combustion
engine, like its twin brother the steam turbine, is a machine
that as regards fuel economy has only one revolution speed
at which the maximum of work can be performed with the
least amount of fuel.
Engineers who have had experience with American two-
cycle engines have come across the mixing valve shown in
Fig. 7. The inlet to the engine isshnwn nt the side, and the
Fig- 7-
main air inlet H to the valve is at the bottom, on which is
fixed a non-return valve B under the influence of a spring
C, the cap K carries the lift regulating screw I, so that the
stroke of the inlet valve can be regulated to suit the best
running conditions of the engine. The petrol inlet is shown
at G, and it will be observed that on the valve B lifting, the
petrol as well as the air inlet is opened. These mixing
valves work very well with engines that are always running
at full load and speed, but are unsatisfactory, both as regards
fuel and general efficiency, when engines have to work at var^--
ing speeds, such as are used on marine work for propulsion ;
it is just as well to mention this valve, as there are thousands
of this type in work, and they need a certain amount of
understanding, otherwise they are. as will be seen, quite simple
and effective ; of course, the before-mentioned carburetter
is not required when the above type of mixing valve is used.
156
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, igio.
As regards lubrication, one usually sees a box of tricks called
a pressure lubricator, and unless one Ifes had experience with
tliis type of lubricator it appears sometimes strange. Fig. 8
will explain one of these very simple and generally effective
kibricators ; the oil is filled in through some suitable cap in
the top of tank A, a connection through suitable gauze is
taken from the exhaust pipe from the engine and taken to
the pipe F ; this, as will be seen, leads to the top of the
chamber A, and consequently the pressure is on the top of
the oil, which forces the oil up the pipe E, and after passing
through the regulating screws or valves shown at B, the
drops find their way through the pipes D, and through the
connections G to the engine bearings or cylinders as may be.
The real advantage of this type of lubricator will be seen
and is that as soon as the engine is stopped, or is reduced in
speed, the pressure is automatically reduced in the pipe and
the chamber A, and the drops are consequently either reduced
or stopped as may be. and generally speaking, once set, this
type of lubricator is very reliable and rarely gets out of
order. As before mentioned, the economy is reduced if the
engine is to run at below the critical speed for which it is
designed to give the maximum speed and power, and various
suitable sensitive governor that the advance or retardation
of the point of ignition is automatic with that of the speed
variation, and this, especially so, in very powerful engines,
such as will in the near future be used in marine engineering
work, whether for ]iropulsion or auxiliary driving. Fig. 9
Fig. S.
methods are to be found for bringing about a variation in
the revolution speed of such petrol engines ; one way is to
put in a small wing valve in the pipe between the carburetter
and the engine inlet, but it will be ob.served that this only
cuts off the fuel supply, and does not alter the point of ignition
of the fuel in the cylinder, so that as the speed of the engine
decreases, a time comes when the spark arrives too early and
the engines usually give a kick and stop. The reason for
this is very evident to those who study the question, and is
this, that an explosive mixture takes a certain time to ignite
and burn the fuel, and thus to raise the pressure in the com-
bustion chamber, so that if an engine is designed to run and
do its work at, say, 800 r.p.m., the ignition of the compressed
mixture will be really arranged for before the end of the
second or compression stroke, so that as the time for burning
the fuel is different from thatof the speed of the piston, owing
to the high revolutions of the engine, by the time the piston
has arrived at the full compression or end of such stroke, the
full pressure will be available for expansion during the next
outward or expansion stroke. If the engine is reduced, say,
to half .speed, the engine will stop for the above rea.sons, or a
great knocking sound called pre-ignition will be evident to
those present, which means a great loss of power and is in
many cases dangerous, unless the engines are very strongly
liuilt to withstand these abnormal pressures, as it will be
observed tlie time taken to ignite anrl burn the fuel remains
constant, but the piston speed has ri'duced to half.
til tile author's opinion no engine sliould be put to work
that does not provide automatic methods by means of some
is a diagram showing the shape of the pressure and
expansion curves for an engine with the point of ignition
varied, whilst indicating the engine with a constant mixture ;
if the ignition is too early then there is likely to be a jar on
the engine as explained, and a great part of the power stroke
effect is wasted ; it is also desirable that the point of maximum
pressure should not occur at the dead centre, or otherwise
the friction losses will go up considerably, especially at the
crank-pm and bearings, and thus cause loss of power by
excessive friction. Under the best conditions the point of
maximum pressure should be arranged for at the beginning
of the out, or expansion or fourth stroke. On reference to
Fig. 9, points A, B, C, D, E are taken at the moment of
ignition, and the points F, G, H, I, K are those of the maxi-
mum pressure. The point A is about one-third stroke
ahead of the dead centre, B is about one-fourth ahead, C is
on the dead centre, D one-sixteenth after, E is one-seventh
after. The curves A F, B G, C H, D I and E K show graphi-
cally the relative power effect to be obtained by varying
the point of ignition from positive to negative lead or ahead
■ or after the dead centre, and it will be obvious to many that
the economy, when the spark is E K, is very low. It, how-
ever, goes to point out the importance of having some means
to automatically arrange for the alteration of the point of
ignition with the variation of speed if economy is required,
etc., and this would also provide means that the engines
would be safe on starting up, and at the same time will run
at the maximum of fuel efficiency when under work. Further,
if the ignition is arranged for the highest pressure to come
on just after the turning over dead centre, the expansion will
be more complete, and a lower pressure and temperature
will have to be dealt with by the exhaust valve when open-
ing, and the maintenance of the engine wiU be less.
Fig. 10 shows proper points to arrange for the ignition ol
small power engines at various speeds and loads. A is the
point for starting by hand with safety — it will be impossible
to get a kick back if so arranged. B is the point that gives
best results for running dead slow, say, about 200 r.p.m.,
and it will be observed that the point of ignition is just before
the piston reaches the end of the compression stroke. C is
the point that will give the most economy when the engine is
December, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
157
running with the maximvim load at 400 r.p.m. D is the point
of ignition when the engine is run at i 200 r.p.in., with the full
load ; and E is the point that gives the best results when the
engine is running with a weak mixture, and consequently
light load at about 450 r.p.m.. to meet the above conditions
automatically by means of a speed governor. It will be
appreciated that it would involve dilficulties that could not
be overcome by an ordinary centrifugal governor, and from
time to time rnany ingenious attempts have been suggested
to bring about automatic spark timing, and with the conse-
quent economy to be gained, but up to the present time none
of these have proved satisfactory, and hand sparking has been
relied on, which is. of course, only guess work and not strictly
.speaking, scientific or accurate, and much will be done in the
early future in this important line of investigation.
To thoroughly appreciate the difficulties involved it is
necessary to consider all the causes that render the spark
variation necessary. As previously stated, as the engine runs
faster, the point of ignition has to be advanced to cause it to
occur earlier, and when the engine is running very fast it is
necessary for the theoretical point of ignition to be even as
early as 1 10 degrees of the crank travel before the dead-centre
is reached, before the actual working stroke as is seen in Fig.
ID by diagram. The principal reason for this is the interval
of " time " between the first ignition of the gas. and the
instant that maximum pressure is reached, as this interval is
practicallv constant with certain mixtures, it is absolutely
necessary" to advance the point of ignition as the engine
increases in revolution speed, if it is desired to keep the point
of maximum pressure as shown in the diagram, at the begin-
ning of the working stroke. Two other causes add to this
effect — the time lag of the trembler on the induction spark
coil, and also the lessened compression attained at the high
speeds of the engine, due to the loss of volumetric efficiency
caused by the wire-drawing effect of both induction and ex-
haust valves; these are. however, slightly compensated for
by the quicker burning of the richer mixture taken in at the
higher engine speeds, caused by the increased suction from
extra vacuum in the jet chamber. It is evident that the coil
lag is a time-element and that the interval between the
completion of the electric circuit and the " break " due.to the
downward movement of the trembler blade, will be constant
for the same coil, and quite independent of the engine speed.
This factor is of less importance recently owing to the later
design of high-speed tremblers, and is, of course, entirely
absent in certain designs of magneto ignition systems. The
loss of volumetric efficiency results in more burnt gas being
left in the cylinder from the previous charge, and the taking
in of a smaller new charge, causing a drop in the compression
and consequent slower burning of the gas ; as before stated
the degree of compression has a considerable influence on the
burning speed of any mixture of given quality. The enrich-
ment of the gas at high engine speeds compensates for this
to a certain extent, depending on the efficiency of the valve
gear and carburetter, but, of course, this compensation is at the
expense of fuel efficiency. It will be quite evident that if the
mixture is throttled, thus lowering the compression, it will be
necessary to advance the spark to obtain a correct diagram
at the same engine speed, and this effect will be intensified,
as throttling usually is accompanied by the weakening of
mixture; it comes about, therefore, that any automatic
device must not only be able to vary the contact of ignition
to compensate for the variation in engine .speed, but means
must also be provided to vary the throttle to get the suitable
quahty mixture. The speed of an internal combustion
may be altered by variation in the ignition point of contact,
but is a very wasteful method, as sometimes xhausting takes
place before complete ignition, to the detriment of the exhaust
valves.
Important points in connection with valves and their
setting have to be studied before the engine running at high
revolution speed is economical. The setting of valves is one
for the engineer to note, as on their satisfactory working
rests efficiency. It is evident that the valves, especially
in the multi-cyUnder type, must open and close precisely
at the proper moment, otherwise uneven working and waste
of power will be the result. Fig. 1 1 shows one setting of the
induction and exhaust valves of high-speed four-cycle engines,
but evcrv maker has his own way of assuming the best system
of valve setting to suit his particular design of engine, this
being found by the trial and error method. These comments
will serve at least to draw attention to a vital point in high-
speed internal combustion engines working with atmos-
pheric pressure on carburetters, etc.
On reference to Fig. 7 in part I. of this paper, i and 2 show
the dead centres at either end of the stroke. It will be seen
that the exhaust valve Ufts as marked at B. cutting short
the expansion at this point ; 3 shows the position of the
crank on the working stroke when this occurs. It will be
observed that the valves lift when the crank has arrived at
35 to 40 degrees from the end of the working stroke ; an early
opening of position 4 shows when the exhaust valve closes.
It wilfbe seen that the valve closes about 5 to 10 degrees
after the crank has passed the dead centre and is already
on the induction stroke, remaining open, say, during 220
degrees of the crank shaft revolution. Position 5 shows the
point where the induction valve opens about one degree after
the exhaust valve is closed ; 6 shows that the induction valve
has remained open during the remaining part of the induction
stroke and also that it does not clo.se until the crank has
arrived at. say, 20 degrees of the compression stroke. To
those who are used to the setting of valves on the ordinary
INLET OPENS
INLET CLOSED.
VALVE TIMING DIAGRAfl.
Fig. II.
slow revolution gas engine this timing for the valves will
possibly be new and is brought about entirely by the elements
of time and speed. The valve opens early (see 3 and 4) to
allow the pressure to be high enough for the burnt ga.ses
to escape quickly to the expansion box at first part of the
exhaust stroke ; and for the valve to remain open past the
dead centre to part of the induction stroke — the reason of
this is that m all elements, such as air or gas. at high velocity
there is a certain amount of momentum, and it has been
proved that bv leaving the exhaust valve open past the top
end of the stroke more of the burnt gases are allowed to
escape from the cylinder, as they are still above the pressure
due to the back pressure in the exhaust or expansion box,
also the atmosphere. The amount of valve opening depends
to a great extent on the cylinder diameter and stroke, valve
area, etc.
Positions 5 and 6 refer to the induction stroke, and the valve
does not open until the crank is 6 degs. past the top centre,
the reason being that the exhaust is open till then ; the in-
duction valve now draws in its charge by means of the mixer.
The velocitv of the piston soon raises that of the incoming
charge until a good vacuum arises owing to the limitation of
the area of the induction pipes, etc.. the hi,gh speed brings
the piston at the end of this stroke, with pressure below that
of the atmosphere, and the charge is wire-drawn ; the valve is
thus left open for a longer period, that the incoming gases
may have time to get as good a mixture in the cylinder as
possible. It will be observed in Fig. 4 that the compression
pressure is very low at this end of the compression stroke.
It will thus be evident that it is most important to have a
thorough knowledge of valve setting, and these few remarks
may lead to further investigation. In the designs now in
1^8
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
hand of large internal combustion engines combining those
with electrical power transmission for marine propulsion, the
points indicated will be attended to by means of electrical
apparatus, the valves being arranged to lift and remain open,
the period also will be electrically controlled automatically,
and probably such is the only method that will prove suitable.
Where the engines are not required to reverse, as when using
electrical, hydraulic or mechanical gear, or in the application
of the " Paragon " propeller previously referred to, an in-
ternal combustion engine embodying good points as regards
efficient working, is the design known as the off -setting of the
cylinders in the direction of the revolution of the engine,
where the cylinder is placed, say, one-third of the diameter
out of the centre of the shaft. On automobiles and other
machines it has been found that engines so constructed work
with greater smoothness, and higher mechanical efficiency
than those in which the centre of the cylinder is e.xactly in
line with the crank centre, this design of engine is being
successfully employed in a vessel now being built, fitted with
suction gas plant and will, no doubt, prove efficient for quiet
working and cause less strain on the hull. By reference to
Fig. 7. part I., the point of liighest pressure is when the
found to be perfect under ideal condition as regards balance,
when being turned round by some external means, immedi-
ately it is working on its own power it may turn out that
it runs greatly out of true balance ; thus great vibration may
be set up, and in order that the balance shall be as nearly
as possible equal, and also that the maximum amount of actual
work shall be got from the engine per unit of fuel burnt, it
is essential in multi-cylinder engines that the points of
ignition shall be identical in each of the cylinders in relation
to the position of the crank. The timing of the valve gear
should also be accurately set equal in each cylinder, otherwise
the amount and quality of the mixture will vary in each
cylinder, and the indicator cards taken from any of the
cylinders will have different shapes ; the engine will then be
working under wasteful, noisy, vibratory conditions. Attempts
have been made to make the synchronous working of such
engines reliable, but it is a difficult matter, and in some
designs of marine engines separate ignition devices have been
tried on each of the cylinders, but in the writer's opinion
the only way in which this may be secured is by means of an
accurately divided and reliable distributor directing the
current for ignition to each cylinder at the proper and right
*so
I
X
I
^
^
^
•o
piston IS just over the top dead-centre; the side pressure
IS then between the piston trunk and the cylinder walls, but.
as the crank goes round, the angle is increased and although
the pressure per square inch on the piston head is reducing,
by reason of the expansion, it has been proved that a great
amount of energy is lost in the pressure causing extra friction
between the piston and the cylinder walls. Many attempts
have been made to reduce this, employing extra crank levers
and other means, but the design stated appears to be the best,
because of its simplicity, easy arrangement and reduction
in working parts, and there is no question that in the designs
of the large engines that will be used, in engines of large power
this will be embodied, if mechanical and other efficiencies
are desired. If, however, such engines are to be made direct-
coupled and reversible, this ideal method of getting high
mechanical efficiency will have to be sacrificed, and at the
same time it must be remembered that this high side pressure
will in the end result in the cylinder wearing oval, consequently
engines constructed on the off-setting principles will have
longer life as regards liners, etc.
In designing marine internal combustion mam or auxiliary
engines dealing with large power, the question of balance
is of vital importance, especially as such engines do not have
a concrete base to work on. I do not refer to a balance
obtained in the workshops by balancing the pistons and
crank-shafts by weights, etc., but there is an out-of-balance
brought about by the effect of the explosion or high pressure
during the working stroke, and although an engine may be
/SO /SO /go 210 z/ro 27o soo sso sec
moment, when also the control of advancing and retarding
the point of ignition can be carried out with greater precision
than is possible, and at the same time quicker than is the
case where the ignition is separate for each cylinder, as in
the case where a hot tube or hot cylinder end is relied on.
where the difference in the temperature of either tube or cylin-
der end will cause an unequal time of ignition for mixtures
of equal quality.
The question of equal turning moment is another inipor-
t int one. and as regards four-cycle engines there is no question
that the six-cylinder engine gives a very satisfactory job ;
it gives absolutely smooth running owing to its continuous
turning moment, which at the same time reduces the cost of
upkeep, and this is applicable to propulsion as regards pro-
peller shafts, etc. Fig. 12 shows the torque diagrams and
pressure curves for single, four and six-cylinder engines,
and emphasizes this point. The variation of pressure in the
cylinder is a matter for first consideration, and for the pur-
pose of discovering what actually takes place a standard
si.x-cylinder Napier engine was used under the tests from
which this curve is drawn, and by way of manograph indi-
cator diagrams and pressure recorders.
To he continued.
The author wishes to express his acknowledgment of the assistance be
has received in the preparation of this paper from the following ; — " The
Motor," "The Motor Boat," " Enyineering News," "Self-Propelled
Vehicles," by Mr. J. E. Homans, and Mr. F. S. Edge's paper read before
the Royal Automobile Club, The Diesel Engine Co., The M.A.N. Diesel
Engines, The Grif&n Engine Co. and The Lamplough Engine Co.
December, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
150
ELECTRICALLY OPERATED TACHO-
METERS AND TACHOGRAPHS FOR
DISTANCE SPEED RECORDING.
TACHOMETERS and Tachographs are usually
operated by centrifugal force, upon the same
principle as the pendulum governor. They may
be connected in many different ways to the shaft, the
speed of which they are intended to record, but in any
case they must be fixed in close proximity to the same.
It may often, however, be of great ail vantage to be
able to read the recorder some considerable distance
from the machinery, notably in the case of steamships,
large power stations, etc., and with a view to making
this possible, the electrically operated tachometer has
been introduced. The general description given here-
after may therefore prove interesting.
The current is generated by a small d.c. dynamo as
shown in Fig. i, which may either be belt-driven or
direct coupled to the shaft to be tested — the latter
method being strongly recommended if changes in
direction are sudden or frequent. The dynamo is
absolutely damp and water-proof and can consequently
be run under all conditions — it may be mentioned here
that before leaving the works of Dr. Th. Horn,
where these instruments are manufactured, the dynamo
is tested under water. The dynamo is constructed
with permanent magnets and the voltage between its
terminals will be proportional to the speed. The
segments of the commutator are made of very hard
material to prevent all wear by the brushes, and the
current being so very low (not even o-i ampere)
there will be no sparking. The dynamo is constructed
with the greatest care throughout and its design is
very superior, Dr. Horn having had a wide and
long experience of them, and we are informed that
instruments of this type have been in use for more
than five years without the commutator showing the
slightest sign of wear, or there being any diminution
whatever in the power of the magnets. Spare brushes
are supplied with the instruments. Beyond cleaning
the collector two or three times a month, the instru-
ments require little or no attention.
Connected to the dynamo by ordinary copper wire,
the recording instrument may be placed at a convenient
distance up to 100 yards or even more. It may take
the form of a counter, tachometer or tachograph or any
combination of them, and the two latter instruments
may be arranged to show both the speed and direction
of the running machinery.
Fig. 2 shows a tachograph electrically operated in
the manner described which in this way records
speed with an exactness of half per cent, of the
maximum output. The tachograph may be graduated
in revolutions per minute with zero in the centre, if
required, and with any desired range. A good volt-
meter, Deprez d'Arsonval or Weston type, graduated in
r.p.m., would be the best tachometer possible. Another
great advantage to be obtained by the use of the
electrically operated tachometers and tachographs is
that five or six recording instruments may be connected
to the same shaft by means of one dynamo only. This
arrangement enables the speed to be read at several
places at the same time.
Fig. 3 shows a combined tachometer and counter,
specially constructed for use on board ships, and Fig.
4 depicts an arrangement as frecpiently used on ships,
with two tachometers, by which the speed may be
read on the bridge as well as in the engine room. In
this connection it is of interest to record that the
^jSP^^
Fig I
instruments are used on board some sixty new
turbo-driven torpedo-boats of the German Navy,
and a number of the modern German men-of-war.
The instruments have also been adopted by the
Brazilian, Argentinian and Turkish Navies and by
i6o
JTHE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
the Belgian Government for their Channel steamers.
Other steamers have been fitted, and everywhere the
instruments work to the satisfaction of the users. It
will readily be understood ihat by the adoption of
this instrument, the chief officer on board will know
Fig. 4-
more about the work of his ship, as he will be in a
position to read the exact speed of the tail shaft at any
time. We may mention that one of these instruments
was exhibited at the Engineering and Machinery
Exhibition in Manchester, and attracted the mterest
of many engineers and marine superintendents. Dr.
Horn's agents in the United Kingdom are Messrs.
Jens Orten-Boving & Co., of gi, Union Court, Old
Broad Street, London, E.C.
Liverpool Engineering Society. — The third ordinary
meeting of the session was held on November 30th, at the
Royal Institution, Colquitt Street, Liverpool, when Mr. J.
B. C. Kershaw, F.LC, read a paper on "The Control of
Fuel SuppUes," The fourth ordinary meeting will be held
on the 14th December, when Dr. R. Lessing will read his
paper entitled " Refractory Materials." The annual dinner
will be held on Thursday, January- 19th, 1911. The Council
have decided to give a Student's Prize for the best paper
on an engineering subject submitted during the session, by
a duly qualified student of the Society.
NAVAL MATTERS— PAST AND
PROSPECTIVE.
{From out Own Cottespondent.)
Portsmouth Dockyard.
WOfiK on the battleship Orion is proceeding rapidly.
Nearly all the side armour is in position, the boilers
are on board, and the turbines are being placed
in the ship. The Marchioness of Winchester, who named
the vessel when she was launched in August, is commemora-
ting the event by the presentation of a silver bowl, which
will be handed over to the captain and officers of the ship
when she is commissioned about a year hence. It is uncertain
whether the laying down of our new battleship will be ex-
pedited. There is still a good deal of work to be done at the
building slip, and the keel plates may possibly not be laid
down until January, instead of in December as anticipated.
.\11 that appears to be known is that the vessel will be a
battleship of about 28,000 tons displacement. The battleship
Nepinnc is carrying out her trials and is expected to be ready
for commissioning early in January. It is generally under-
stood that she is to relieve the Dieadnought as flagship of
the First Division of the Home Fleet. The battleship
Hindustan, of the Second Division of the Home Fleet, has
arrived for her annual refit, and several other large vessels
are due for extensive overhauls, including the Dreadnought,
which it is expected will be paid off and placed in dockyard
hands on being relieved by the Neptune. The cruiser Drake
is also to come in for a refit, and another of the King Edward
class is to be taken in hand when the Hindustan's refit is
completed. The refit of the cruiser Good Hope is finished,
and it is reported that she may be sent to Australia to relieve
the Powerful as flagship. The surveying vessel Research
was reduced to winter complement on November Jnd. She
has been engaged for some time past endeavouring to locate
the rocky obstruction which the battleship Hannibal fouled
at Plymouth early this year, but the search was not successful.
A new patent suction hopper dredge, fitted with a screw-
cutting apparatus for dredging in stiff clay, which has been
specially built for the Admiralty by Messrs. Simons & Co.,
of Renfrew, arrived in the early part of November. The
new dredger, which is the first of the type to be used by the
Admiralty, will dredge to a depth of 65 feet, and will be first
employed in dredging the deeper portion of the berth for the
new floating dock which is to be placed in Fountain Lake.
Devonport Dockyard.
The cruiser Indefatigable, having had her guns and torpedo
equipment and electrical fittings tested, was undocked on
November 5th and prepared for her official steam and other
trials, which she is now carrying out, and which it is
anticipated will be completed before Christmas. Official
instructions have been received that she is to be ready for
commissioning by February 23rd, which will be two years
from the time she was laid down. The progress of the cruiser
Lion continues to be very satisfactory'. The boiler-rooms
are nearly completed, and" the four 1 3-5-inch barbettes are
in hand. The teak backing of the side armour has practically
all been placed in position and is being got ready for receiving
the armour, which will be in three thicknesses. The material
for our new battleship continues to accumulate, and every-
thing is ready so as to make a start immediately the order
is given. The plans arrived here on November i6th. There
are many rumours afloat, but there are no reliable indi-
cations that the vessel will be laid down before January,
as stated last month. The refit of the cruiser High-
flyer, which has been of a very extensive nature, has been
completed, and the vessel is to be commissioned for
service in the Nore Division of the Home Fleet on December
1 3th. The Emerald, formerly the ironclad Black Prince,
has been moved alongside No. 2 Jetty so as to enable the
work of adapting her for service as a training tender to the
Impregnable to be taken in hand. This old vessel served for
some years in the Channel Fleet as flagship, being in her
day quite a smart vessel. Eleven years ago she was com-
missioned at this port for service at Queenstown as a training-
ship for boys, her name being changed to Emerald in 1904.
December, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
i6i
When she ceased to act as a training-ship she continued at
Queenstown as a receiving ship and llagship of the Admiral
on the coast of Ireland, and in July last she was relieved
by the battleship Hood. Several destroyers are in hand. ,
including the Mow in which it was found necessary to replace
the funnels. The Ranger, of the Sixth Destroyer Flotilla,
went on shore off Selsea Bill during thick weather on Novem-
ber 5th. and was towed into Portsmouth Harbour with her
propellers damaged, being brought on here five days later.
A sad affair happened when the torpedo-gunboat Gossamer
was in Weymouth Bay on the evening of November 6th. a
whaler belonging to the vessel capsizmg while making for
Portland. The boat was struck by a squall, her five occupants
being thrown into the sea. A steam pinnace was near and
succeeded in picking up three of the men, but the other two —
Staff-Surgeon Watt and Gunner Carter — were drowned.
The first inspection of the Indus, the boy artificers' training
establishment, was made on November 4th by Admiral Sir
Wilmot Fawkes, the commander-in-chief, who was accom-
panied bv Flag-Captain Halsey and Engineer Rear-Admiral
Elbrow. ' The party was received by Commander Henslowe,
the commanding officer. Accompanied by the ships' officers,
the Admiral made a tour of the five vessels forming the estab-
lishment, and saw the boys, of whom there are over three
hundred, at work. On November gth, we had a visit from
Rear-.Admiral Briggs. who is to succeed Rear-Admiral Sir
John Jellicoe as Controller of the Navy. In company with
Mr. iMarshall. the Director of Dockyards, and Rear-Admiral
Stokes, the Admiral-Superintendent, Admiral Briggs made a
tour of the establishment.
Chatham Dockyard.
The number of vessels undergoing relit has been reduced
during the month by the departure of the flagship Shannon
for Portland, where, on November jQth, Rear-Admiral Sir
George Warrender hoisted his flag in succession to Rear-
Admiral Lowry, who now commands the Second Cruiser
Squadron. The Shannon, it may be recalled, was the last
cruiser built at Chatham. She was the longest cruiser laid
down here, and it was found necessary to lengthen No. 7
slip for her. The new cruiser to be commenced immediately
will, it is understood, be longer than the Shannon, but she
will be constructed in the open. The battleship Victorious
has been passed out of dockyard hands after undergoing her
annual refit, and has proceeded to Sheerness to coal and
complete preparations for taking part in the cruise of the
Third Division of the Home Fleet. The destroyers Nubian.
Saracen and Amazon have completed their refits and rejoined
the First Flotilla. Three vessels of the flotilla are still in
hand — the Cossack, Afndi and Maori — while two other
destroyers, the Panther and Ush, are in dock\'ard hands.
The larger vessels under repair include the battleship Irresis-
tible and the cruisers Cressy and Euryalu^. The Triton and
Hearty have completed their season's surveying work and
have come in to be berthed in the steam basin for the winter
months. For the first season the vessels have been employed
on this portion of the East Coast on surveying work. The
Hearty for a time was assisted by four mine-layers of the
Home Fleet, which were engaged in making tidal observations
in the North Sea. Part of the work of the Triton included
tidal observations in the Medway and survey work in the
vicinity of the mouth of the Thames. An interesting speech
was made at the Mayor of Chatham's luncheon on November
gth by Rear-Admiral Ommanney, superintendent of the yard.
The Admiral said he was glad to assure the company of the
prosperity of the establishment, the wages the previous
week having amounted to /i 5,000, the highest sum ever
reached in the yard. There was. he said, no reason to
apprehend discharges of workmen, as a full programme of
work had been provided. The Dockyard Engineering
Association is starting the winter session most favourably-
The Admiral-Superintendent has again accepted the office
of President and Engineer Rear-Admiral Rudd that of Vice-
President. The syllabus of lectures is varied. Engineer-
Commander C. Baldwin will deal with mechanical flight,
the working of different types of boilers, petrol, oil and gas
engines, and marine propulsion, while Engineer-Commander
J. Liversidge will lecture on reciprocating and difterent types
of turbine engines. Mr. J. Williams, foreman in the engi-
neering department, is also to lecture during the season,
which, it is anticipated, will be a most successful one.
Sheerness Dockyard.
We have plenty of refitting work in hand just now, mainly
in the shape of torpedo-boats, of which there are a dozen
under repair. While a division of the Nore Torpedo-Boat
Flotilla was exercising at the mouth of the Thames at the
end of October, a collision took place between No. 072 and
No. 066. The damage to the latter vessel extended from
the deck to within three feet of the keel plate, the hole being
four feet wide just below the water-line. She has had the
damaged plates replaced and is nearly ready to rejoin the
flotilla. The damage to No. 072 is more extensive. A new-
stem will be required, and the bows on either side will have
to be reconstructed for several feet. Two of the new turbine
boats, Nos. 21 and 22, have come down from Chatham to
be refitted. The Wetland, which underwent a thorough
refit, has been commissioned for service in the Nore Destroyer
Flotilla, which now consists of ten vessels of the " River "
type and twenty-four of the latest type of torpedo-boats.
The Rother will join the flotilla in December on being relieved
in the Second Flotilla by the Nautilus, unless the damage
received by that boat recently whilst running a trial in the
Thames should retard her completion. The Conflict and
Torpedo-Boats Nos. 31 and 32 have completed their refits
and have rejoined the Third and Sixth Flotillas. The Lively
and Sprightly, which were recently reheved in the Nore
Flotilla by " River " boats, have been taken in hand to be
refitted before going to Devonport to join the Fifth Flotilla.
There is to be a rearrangement of the moorings for the h'irst
Destroyer Flotilla at Harwich, and about forty additional
moorings are to be laid there for destroyers and their attached
ships. Captain Sir Robert Arbuthnot, Bart., wall at the end
of November hoist his broad pennant in the Boadicea as
Commodore of the First Flotilla in succession to Captain
Charlton. The battleship Caesar returned at the end of
October with a battle practice target from Lamlash. A
curious accident happened at Sennen Cove, when the target
got adrift and went ashore. An attempt was made to drag
it into deep water by means of a wire hawser attached to
a capstan on shore, but the strain was so great that two of
the capstan bars broke and the capstan took charge, eight
men being injured. The crew of the wrecked cruiser Bedlotd
have arrived irom Hong Kong with the boats and the other
stores salved from the vessel. The court-martial was held
here under the presidency of Vice-Admiral Sir George Neville.
Courts-martial of such importance are a rare occurrence at
this port. The Chilian cruiser Blanco Encalada arrived on
November 5th. and having coaled and shipped ammunition
sent from Elswick, proceeded on the 1 5th to Bremen to embark
the body of the late President Montt for conveyance to Chili
for interment.
Pembroke Dockyard.
Our last vessel to be completed, the cruiser Blanche, was
commissioned on November lOth by Commander Marston
for service with the First Destroyer Flotilla of the Home
Fleet, in relief of the scout Pathfinder. The Blanche has
taken a year and two months to build and complete for
service, having been laid down on April 12th, 1909, and
she is the third vessel of the class to be completed. The
first, the Boadicea, is the vessel of the Commodore of the
First Destroyer Flotilla, while the Bellona is the ship of the
commanding officer of the Second Flotilla. Externally there
is very little difference between the three vessels, with the
exception that the Blanche has one mast instead of two,
but there is a difference in the machinery, the cruising turbine
which was fitted in the two first ships having been dispensed
with in the case of the Blanche. It is interesting to compare
the cost of the three vessels, which in the case of the Boadicea
was ;£330,63i. The Bellona cost ;£283,038, while the estima-
ted cost of the Blanche is put dow^n at ;^288,oi6. Rapid
progress is being made with the Blonde, and by the end of
November all her funnels will probably be in position. Day
and night shifts are being worked in the engine-rooms, it
being the intention to get the turbines ready for steaming
before the end of December. Messrs. Cammell. Laird & Co.
are sending all the parts of the machinery here m a state as
complete as possible, the boilers, for instance, arriving with
the fire-places bricked. With regard to our other vessel, the
Active, the frames at the bow and stern have been erected
and the outer bottom plating will probably be completed
by the middle of December, so as to permit of boring opera-
1 62
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, iqio.
tions being commenced by Messrs. Hawthorn, Leslie & Co.
The date of the launch has not yet been fixed, but it will no
doubt take place during February. In that month'it will be
necessary to lay down our next vessel, the Amphion, on which
;^io,200 is to be expended in labour before the end of March.
The contour plates of the Amphion, which form the upward
continuation of the stern post, have been prepared and put
in place. The amount allowed for material for the vessel
during the present financial year is ;^i2,i5o. The destroyer
Cheerful has arrived to undergo a thorough refit, which is to
include the retubing of her boilers and the renovation of the
propelling and other machinery. The Locust and Cynlhia,
of the Devon port Destroyer Flotilla, have also been sent here
for their annual refits, and this has necessitated small entries
of labourers and fitters. The destroyer Foyle. which is
undergoing a thorough refit, and the Locust have been dry-
docked, being placed side by side in the dock on special
tiers of blocks, which were laiil for the torpedo-boats. It was
the first occasion on which two destroyers were docked in
this manner at Pembroke. The destroyer Avon has been
completed and is ready for her commissioning trial.
INSTITUTE OF MARINE ENGINEERS.
Presidential Address.
AT the Institute of Marine Engineers, on October
31st, Sir David Gill, K.C.B., etc., gave his
Presidential Address, dealing principally with
the subject of " Accuracy of Measurement."
In the course of his address, which was listened to
with rapt attention. Sir David said, not only was it
the first instinct of the scientific mind to measure, and
to measure accurately, but the necessity for doing so
was impressed upon him by the fact that the value of
an observation increased as the square of its accuracy,
that is to say, inversely as the square of its probable
error. It was only within recent years that the tools
and methods of astronomers had been so improved
that the determination of the distances of fixed stars
became a problem capable of practical solution, and
to the mechanician, the optician and the engineer, the
astronomer was largely indebted for the success
which, in recent years, had crowned his efforts in that
line of research. If accuracy was necessary to the
astronomer, it was no less necessary to the engineer,
though perhaps in a different degree. Nowadays we
were beginning to realize, especially in engineering
practice, the necessity for absolute standards. Prob-
ably every standard, of whatever substance or metal it
might be composed, was subject to change of length,
by the slow rearrangement of its constituent molecules
in course of time. If we were to have a standard
which would be constant for all time, we must have
recourse to a natural standard, and incomparably the
best of these that had ever yet been suggested, was
that of Clerk Maxwell, viz., the wave-length of some
well-defined monochromatic ray of light. The red
line of the spectrum of cadmium vapour was, so far as
we knew, the best-defined spectrum line which could
be readily observed, and for that reason it had been
selected for comparison with the metre.
Of our British standards, in the highest scientific
sense, perhaps the less said the better — no man of
science would, he thought, refer to them seriously.
From the international point of view there could be no
question that universal standards for the whole world
would be an obvious simplification and its advantages
inestimably great, but he did not think it was a
practical proposition to suggest that the world should
accept British standards when all the world, except
Britain and America, had adopted the metric system.
It was high time that such loose terms as " tight fit,"
"smooth fit" and " easy fit " were abolished. If
constructors were to adopt the system of expressing on
working plans the required dimensions in decimals —
denoting the requisite accuracy by the number of
decimals quoted, the whole matter would be simplified.
It was certainly desirable that this, or some other
conventional mode of stating the accuracy on working
drawings, should be arrived at by common consent.
The work might then be given to any number of
different workshops and sets of men, and it could all
be assembled and put together without difficulty.
Perhaps this system had not been sufficiently carried
out in practice because of the difficulty of comparing
gauges with graded standards, or even of obtaining
these standards of the requisite accuracy. That
difficulty had now been overcome for our workshops
by the establishment of the National Physical Labora-
tory at Teddington. This admirable institution,
under its very able director, Dr. Glazebrook, was now
prepared to test, or determine the error, of any gauge, of
any kind required in the practice of thearts antl sciences.
Sir David afterwards commented upon the work
of the Institute, referring to the value of the papers
and discussions, the monthly issues of the transactions,
reading room and library, concerts and other social
functions. He was glad to see that the steady increase
in the membership was being maintained, and referred
to the excellent work done by the hon. secretary.
Institution of Naval Architects. — The ordinary dates
for the next Annual Meetmgs of the Institution will fall on
Wednesday, 5th April, 191 1, and the two following days.
The Council will be pleased to consiider offers of papers on
subjects relating to Naval Architecture or Marine Engineering.
Such offers (or suggestions for papers on matters of interest
to the Institution) should, if possible, be sent in by the dose
ol the year. The dates for the Jubilee Meetings of the Insti-
tution have been provisionally fixed for Tue.sday, July 4th,
191 1, and the following days, and it is intended that the
Frogramme of the Meetings shall be on similar lines to that
which had been prepared for the present year.
Harrison Steering Gear. — Messrs. Alex. TurnbuU & Co.,
Ltd., of St. Mungo Works, Bishopbriggs, Glasgow, wish to
make it known that they are still making Harrison Steering
Gears, which, for many years past, have had the highest
reputation amongst shipowners. They are also improving
their designs and facilities for manufacture, so that the
gears now made are in many ways superior to the Harrison
Gears made in former years. Messrs. TurnbuU wish ship-
owners and shipbuilders to note the above, as they have
recently heard that a report is being put round (doubtless
by interested competitors) that Messrs. TurnbuU are not now
making the Harrison Gears. This is wholly untrue. Messrs.
TurnbuU have in hand at present quite a number of Harrison
Steering Gears for steamers being built for leading shipping
lines.
The Schmidt System of Superheating. — Our readers
will be interested to know that the total hor.se-power in-
stalled on the Schmidt sy.stem and on order is 301,000. The
number of ships fitted and orders received during 1910
amount to ninety-seven. Fifteen ships have been fitted
with the Schmidt system by the C)ldenburg-Portuguese
Company ; fifteen by the Argo Steamship Company ; thirteen
by the Deutsche Levante Line ; six by the Hansa Line ;
and eight by Robert Sloman, Jr. Among other Companies
using the Schmidt Superheater arc : — The Hamburg-Bremer
African Line ; Chargeurs Reunis ; Hamburg-American Line ;
Austrian Lloyd ; and Norddeutscher Lloyd. The German
naval authorities have had the system fitted in the Dresden,
Maim. Koln and Kolberg. The total number of vessels
fitted or being fitted to date is 321, which shows the
great advance being made in the adoption of superheated
steam on the Schmidt system.
December. 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
163
SIR DAVID GILL, K.C.B,, F.R.S., D.S.
SIR DAVID GILL, K.C.B., F.R.S., D.Sc, whose
portrait we have pleasure in reproducing by
courtesy of the Dollar Magazine, is an astronomer,
hij^'hly distinguished for his attainments and researches
in that branch of science, who, in \irtue of his known
sympathy with things engineering and mechanical,
Like many other distinguished Scotsmen, his success
was achie\ed in countries far from his native land.
After studying astronomy at a private observatory at
Aberdeen for five years, he organized Lord Lindsay's
expedition of 1873-6 to the Mauritius for the purpose
of observing the transit of Venus in approximating
the distance to the sun. Eight years later he again
organized expeditions for this purpose in South Africa.
This country was the scene of his labour for a period
Sir David Gill, KC.b , F K S,, D.Sc,
President of the Institute of Marine Engineers.
was elected President of the Institute of .Marine Engi-
neers for the session igio-igii. His Presidential
.\ddress, delivered on October 31st and reported in
this issue, proves the wisdom of the Council of the
Institute in nominating him for the position, as it will
form a valuable addition to its Transactions.
He was born at Blairythan, in Aberdeenshire, in
1843, educated at Dollar .\cademy, Clackmannan-
shire, and at Marischal College in the "Granite City."
of twenty-nine years, from 1879 to 1907, during which
time he held the position of H.M.'s Astronomer at the
Cape of Good Hope. He was successful in his
observations of the distances of various stars and
planets, and, in addition to his astronomical work pure
and simple, gained distinction in survey work necessi-
tating some degree of civil and mechanical engineer-
ing skill. In 1877 he measured the base line for the
geodetic survey of Egypt, carried out the geodetic
164
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
survey of Natal and Cape Colony during the years
1885 to 1896, and in the following year organized the
geodetic survey of Rhodesia. He was largely respon-
sible for the introduction of the use of photography
into astronomical science, and in 1882 photographed
the great comet of that year.
His publications on subjects connected with astro-
nomy are numerous and valuable, and the honours he
has gained in various countries stamp him as one of
our most brilliant living scientists. He received from
the Khedive the Third Order of the Medjidie for his
work in Egypt, the Gold Medal of the I^oyal Astro-
nomical Society and the Valz Prize of the Institute of
France for his observations of Mars in 1882, the Gold
Medal of the National Academy of Science, Wash-
ington, in tgoo, the Gold Medal of the Astronomical
Society of the Pacific, and the Royal Medal of the
Royal Society, London, in 1903. He is a correspon-
dent of the institute of France and member of the
Academies of Science of Berlin, Rome, St. Peters-
burg, Amsterdam, Washington, New York. He was
recently appointed Foreign Knight of the German
Order of Merit for Science and Art and is an officer
of the Legion d'Honneur; is a past President of the
British Association, and is now President of the Royal
Astronomical Society.
In the course of his speech at the annual dinner of
the Institute the Astronomer Royal, Professor Dyson,
attributed Sir David's brilliant success as an astrono-
mer larijely to his mechanical instinct and his grasp of
engineering conditions.
In addition to the admiration and respect with
which Sir David was regarded for his scientific attain-
ments, he was esteemed during his long residence at
the Cape of Good Hope for his geniality and social
qualities, and that esteem will be shared by all who
were privileged to be present on the occasion of his
Presidential Address on October 31st and at the annual
dinner of the Institute under his chairmanship.
q
Refrigerated Cargoes. — The alterations and improve-
ments which have been made at the Royal Albert Docks to
facilitate the discharging of refrigerated cargoes from the
" Highland " steamers were recently completed and opera-
tions are now m full swing. The amount of produce e.vported
from Argentine has reached large proportions, about 92,000
jUarters of frozen and chilled beef in the course of a week,
.I'boiit 72.000 carcases of mutton and 7,500 carcases of lamb.
The totals for the present year will probably reach quite
3i million quarters of beef, three million carcases of mutton
aiid about 400,000 carcases of lamb. More than half of these
come to London. The chilled meat appears to find greater
favour than the frozen, and with this the advantage rests
with the shorter vovage range, but successful attempts have
been made to carry chilled meat over the longer voyages from
New Zealand.
Thorn's School of M.\rine Engineering. — .At the
examination held for Extra First Class Engineers m October,
the following candidate was successful, Mr. J. Aitkon, Jr.,
at Leith. He was prepared by Messrs. Thorn's highly-
successful system of tuition, and passed the first time up,
making 191 successes in this grade from the establishment
of Messrs. W. H. Thorn & Son, 5, Waterville Terrace. North
Shields.
Messrs. Frank & Sons, of South Shields, the well-known
specialists in marine and engineering photography, supplied
the photograph of the launch of the Olympic illustrated at
the head of the supplement to our November issue.
Messrs. \Vm. Simons iS: Co., Ltd., Renfrew, have been
awarded " Grand Prix " for their exhibit of dredge plant
at the Railwav and Transports Exhibition in Buenos .\ires.
THE WORSHIPFUL COMPANY OF
SHIPWRIGHTS.
THE Worshipful Company of Shipwrights, who.se patron
saints are Simon and Jude, dined in the Hall of the
Fishmongers' Company on October 24th, on which
occasion the Master, Professor J. H. Biles, LL.D., D.Sc, who
occupies the chair of Naval .Architecture at the University
of Glasgow, presided, and was surrounded by many eminent
members o£ the craft, including the wardens. Col. Clement
Godson, M.D.V.D., Mr. J. B, White, the Right Hon. Sir
Edward Clarke, P.C.K.C, past masters, the Right Hon. Lord
Pirrie, K.P., Sir W. H. White, K.C.B., F.R.S.. Sir Jos. Savory,
Bart,, and J. Last Sayer, Esq., C.C. ; H. T. Bailey, Esq. ;
Chaplain, Rev. R. k. Clemens, M.A. ; warden of the Fish-
mongers' Company, W. Haskett Smith, Esq. ; Master Water-
man's Company, V. Philp. Esq. There were also present
the Lord Mayor, the Right Hon. Sir John Knill, Bart., the
Professor J. H. Biles, LL.D
Masrer.
D.Sc
Photo. ElUolt & Fry.
Riglit Hon. \'iscount Hill, L.C.C., the Riglit Hon. Lord
Devonport, the Right Hon. Sir Geo. Reid. P.C, K.C.M.G.,
Vice-Admiral Sir R. .\. Jcllicoe, K.C.V.O., Sir W. T. Lewis,
Bart., Sir Donald Macalister, K.C.B., Principal of Glasgow
University, Sir Thos. Sutherland, K.C.M.G., Col. Sir Philip
Watts, K.'C.B., F.R.S., and others. Col. T. Davies Sewell,
F.R.A.S., acting clerk and treasurer, we were pleased to
see. occupied his usual place and gave that attention to the
conduct of the proceedings which ensures order, comfort and
pleasure to all concerned.
The Royal toasts were given and received as befitted the
occasion. The Chairman then submitted the toast of " The
Lord Mayor and Corporation of the City of London," com-
menting on the liberality of the city companies in cases that
required help. The Lord Mayor and Sheriff Buckingham
responded, each of whom paid a tribute to tlie memory of
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
165
ex-Sheriff Slazenger, whose death had removed from their
circle one wlio was genial, hard working and conscientious
in the tiischarge of duty. The sea forces of the
Empire were proposed by Sir Donald Macalister, under the
toast of " The Navy." which in its wider aspect as indicated
by the proposer, embraced the oversea dominions within the
area for defence, the presence of Sir George Reid emphasizing
the fact. The name " Dreadnought " signified more than a
type of war ves.sel. it was a motto, N'ice-Admiral Sir R. A,
Jellicoe responded ; remarking on the many utterances and
views urged upon the country regarding the Navy, he thought
it better for the naval officer to avoid saying much about
the Navy, as there were plenty of shore-going experts to write
and talk about it to their own satisfaction. To talk about
what the Navy should be and would be twenty years hence
could be of no avail unless immediate action were taken to
prepare for them. This view led to thoughts of the lock-out
in the shipyards, a most disastrous affair for the country.
The British shipbuilder held his own among the nations of
the w-orld ; the Olympic, built by the Belfast firm, of which
Lord Pirrie was the head, was the largest vessel yet built,
and was to the national credit. The view of the Navy
presented in its wider aspect was the correct one, not merely
national, but representative of all parts of the empire, and
with that steady progress forward and improvement on lines
unfettered by party politics. There were now many trades
required for the construction of a ship, but the shipwright
had his own work and place still. He said that the Master,
Professor Biles, had done valuable service on Admiralty
>^
Coat of Arms of the Worshipful Company of Shipwrights.
committees, especially that on destroyers, and later on the
"Dreadnought" Committee. Sir' George Reid propo.sed
" British Shipping," the growth and extension of which was
one great wonder. It had gained its position and its carrying
capacity not by being subsidi-sed by the State, like the ship-
ping of other nations, but by push and enterprise which all
could support without waiting for a Parliamentary Act, by
giving personal preference to imperial custom. The speaker
declared for his part he had never voyaged — and he had
started very young on his travels, being only two months
old — in steamers other than tho.se which flew the Union Jack.
He knew many in Australia who adopted the same view and
always gave the preference to British firms. Sir Thos.
Sutherland replied to the toast ; remarking on the needs
of the port of London, he indicated that improvements might
be looked for in the near future. The safety of life in the
steamships of to-day was one of the great features to be proud
of. The question of speed was one which the turbine could
yet speak upon, it was still waiting to give further develop-
ments. The gas engine was coming into the field and its
possibilities it was hard to predict. The " Shipwrights'
Company " was given by Sir Robert Chalmers, who traced
the shipwrights back to King Alfred, and pointed out that
since its formation the guild had done good duty to the
community and the country. The trade represented by the
guild had been a powerful factor in the commerce and prosper-
ity of Lon<lon. The Chairman, as Master of the Guild, replied,
and stated that, to qualify for the position he had served a
seven years' apprenticeship to a master shipwright named
Craddock in Portsmouth dockyard. The Shipwrights' Com-
pany was not wealthy, but it did good work with an educa-
tional fund which was available for rendering help to students
desirous of serving apprenticeship or of advancing their
education, but who had not the means of carrying this into
effect. The " Visitors," propo.sed by Sir Edward Clarke,
was responded to by Mr. E. T. Reed, whose father. Sir Edward,
was well known, and his son promises to be no less known,
although in a somewhat different craft, and by Prof. Latta
Col. T. Davies Sewell, F R.A.S.,
Treasurer Photo. Elliott &■ Fry.
(Glasgow Lhiiversity). Sir Fortescue Flannery proposed
the Past Wardens and Masters, to which Lord Pirrie and Col.
Clement Godson responded. Mr. J. Bell White gave the
toast of " The new livery," which Mr. Chas. Ellis replied to.
The musical programme was good and a pleasing effect of
the proceedings, the dinner being served by the old and well-
known firm of Messrs. King and Brymcr.
The two latest recruits to the Guild are Mr. H. M. Gray-
son, the well-known shipbuilder and engineer, of Liverpool,
and Mr. J. Howden Hume, of Messrs. James Howden & Co..
Glasgow.
Messrs. Cochran & Co., Annan, Ltd., have suppUed and
fitted to each of the steamers Anerley and Baron Renfrew,
a Cochran (Annan) donkey boiler, with patent seamless
furnace.
Xmas Presents. — Readers who are desirous of making
instructive and interesting presents are referred to the list of
technical books and photogravure prints of the battleship-
cruiser Lion, full particulars of which will be found set out in
the advertisement pages of this issue.
i66
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
SUBMARINE OPERATIONS AT
TOBERMORY.
FOR some time past public attention has been directed to
the efforts made by the " Pieces of Eight " syndicate
to recover the treasure-ship Florentia, of the Spanish
Armada, which, according to various traditions, was sunk,
as the result of an explosion, in Tobermory Bay, well over
300 years ago. The operations, suspended temporarily a
few weeks ago, were sufficiently successful to warrant Col.
Mackenzie Foss and those associated with him m coming
to the conclusion that they had, at least, located a Spanish
warship, and work will be resumed shortly under conditions
of a much more definite character than those which attended
the commencement of the work.
The search possesses considerable interest from an engi-
neering point of view, for it isonly by the employment of the
most modern equipment that the searchers can hope to wrest
from the bed of the West Highland bay its long-contained
secret. The operations at Tobermory have been under the
personal direction of Mr. W. G. Fitzgerald, managing director
of the British Submarine Engineering Syndicate, who is also
a managing director of the " Pieces of Eight " Co. It may
be mentioned here that Mr. Fitzgerald has specialized largely
in submarine work, not only in this country, but in .America.
He spent several years across the pond, his first experience
in submarine work being in connection with the building of
the Holland submarine torpedo-boat. Following upon this
he had charge of the designing of the Lake torpedo-boat,
another type of submarine which was built for the .\ustrian
Government. This was followed by a period of service for
the salvage department of the Lake Company in London.
Recently he patented a new type of diving apparatus, which
appears to have great possibihties in front of it and of which
more anon. Mr. Fitzgerald was recommended to Col. Foss
by the Lake Engineering Co.
The Syndicate commenced operations in .August, and the
e<iuipment then consisted simply of a boring-apparatus, in
addition to the diver. The latter was Diver Mackenzie, a
Partick man of considerable experience, who had been
engaged at several important recoveries, including the salving
of H.M.S. Gladiator. His duty was to roam over the bed of
the bay on a mission of enquiry, and he succeeded in recovering
several pieces of African oak, which it required little demon-
stration to establish as being part of some foreign ship's
timbers. The borer, which was rigged up on a pontoon,
was supplied by a London firm, who make a special line of
sinking .Artesian wells in the metropolis, and the work it
accomplished was of kindred character. The area of the
bay-bed was mapped out and probed at regular intervals
with the view of locating the hull of the long-sunk treasure-
ship. The borer pierced with ease down through the sand,
and at depths varying from 20 to 30 feet the hard blue
clay was reached. During the course of these prehminary
operations several interesting relics were recovered, and those
at the head of the Syndicate were so impressed with their finds
that other and more powerful machinery was pressed into
service. Accordingly, about the second week of October, a
start was made with a powerful suction pipe, erected in
the lighter Sealight. The suction pump had a diameter of
1 2 inches, and was slung over the starboard bow of the lighter,
the pump being erected forward. From the pump another
pipe of similar diameter was continued overhead and aft
to the stern, over which was fitted a close-meshed screen,
into which the water and material sucked up by the pump
were discharged. Objects as small as si.xpence were retained
for inspection, but the water, sand, sludge, etc., passed out
and into the Bay again. The success of the pump's work
was instant and satisfactory. The attention of Mr. Fitzgerald
liad been directed to a mound of sand about 100 feet long,
and which sloped gently upwards to a height of about five feet.
He instructed the divers, who m turn directed the nozzle of
the pipe beneath the water, to concentrate their efforts on
this bank, and so the top of it was gradually stripped off.
.•\s this work progressed, many important finds were made
of .African oak, ancient military relics and a few pieces of
Spanish money, dated 1586. It should be mentioned here
that, as a result of experiments made with the borer, it was
anticipated that the searchers would only have sand and
sludge to deal with, but it was found, when stripping the
mound, that there was underneath a dense and compact
mass of cobble-stones and clam-shells. It was conjectured
that these formed part of the Florentia's ballast, but however
interesting that might be as a fanciful speculation, there
remained for the engineers the hard and unwelcome fact
that they had encountered material with which their pump
equipment was not fitted to deal. Mr. Fitzgerald was on
the point of withdrawing his men from the spot when he
noticed that one of the divers came up with the legs of his
diving suit deeply stained with iron rust. Further search
among the stones revealed great masses of decayed timber
and iron, also other and more valuable evidence of the ship's
presence. It was agreed that the right spot had been found,
and attempts were made to continue the pumping, but it
soon became manifest that, as already indicated, the gear
was not equal to dealing with stones and other kindred
material. Added to this was the circumstance that the
days were shortening and weather conditions unpromising,
so it was agreed to suspend operations in order that pumping
equipment might be installed which would deal with any kind
of material. On the point of future operations Mr. Fitzgerald
was most explicit to our representative. He said it was
their intention, on the resumption of work, to dredge up
every ounce of material from the spot right down to the
hard clay, as no doubt existed in the minds of any of them
that they had located the site of the wreck. An incident
may be stated to show the force of the pump. Diver Mac-
kenzie happened to pass too close to the nozzle one day
when down below, and the suction drew his heavy knife
out of its sheath, whirled it up through the pipe, and cast it
with considerable force into the screen, .\part from the
definite results which have been gained at Tobermory, the
operations have considerably stimulated submarine research,
especially in the way of recovering sunken valuables. .\11
over the globe there are many spots where it is known that
fortunes lie awaiting salvage, but hitherto the want of suitable
equipment has interposed an effectual bar. Reference has
been made to the diving gear patented by Mr. Fitzgerald,
and for this it is claimed that it will now be possible for
divers to work at depths which were formerly prohibitive.
In this connection it is worth mentioning that Mr. Fitzgerald
is in negotiation with a Syndicate for the raising of a great
number of bronze guns which were sunk during a famous
naval battle in Eastern waters something like a century ago.
The spot has been located, but the depth of water has up till
now rendered salvage impossible. Further developments in
the way of submarine search and recovery cannot fail to
arouse interest, for it is a branch of engineering science as
yet in its infancy.
JOHN'S PATENT PUNCHING. SHEARING
AND CROPPING MACHINES.
THE Stand of Messrs. Henry Pels & Co., of
9, Portsmouth Street, London, W.C., at the
Manchester E.xhibition, was certainly one of the
most striking in the Hall. There were si.\ power-
driven machines in operation, and a number of hand
lever tools, which could be used for every description
of punching, shearing, cropping, notching, etc. Of
special interest is the John's Patent One-Stroke Joist
Shears, Type R.T.V., illustrated in Figure i, which is
remarkable for its rapid cutting action, the handling
of the girder being reduced to a minimum. The
Shears cut at one stroke, joists, channels or other
sections, and we understand that the largest size
built will deal with the largest girder rolled. We saw
a channel 12 inches by 4 inches severed in ten
seconds, and noticed that all sections were cut by
means of the same upper blade, while the side blades
were simultaneously adjusted, by means of gearing
and hand wheel. The bottom blades are hinged to
spindles, and are easily raised into position. The
machine is driven by means of spur gearing, which
acts on an eccentric shaft carrying a plunger, and the
top blade gradually descends and cuts right through
December, 1910. THE MARINE ENGINEER AND NAVAI. ARCHITECT.
167
the girder at one stroke, perfectly clean cuts being
produced. After the cut, the plunger is disengaged,
and the slide is automatically raised by means of two
balance weights, and brought into its original position.
The frame of the tool is constructed of Siemens-
Martin steel plates, and though the machine is com-
paratively light in weight, and takes up only little
space, its design is most rigid and substantial, and
should appeal to shipbuilders and structural engineers,
Fis. I.
in fact, we understand that numerous machines have
already been sold to continental and colonial firms.
The machine exhibited was a comparatively small one,
driven by belting from electric motor, and it was
obvious to us that the machine is so simple, that
unskilled labour may be used for its manipulation.
Fig. 2.
A machine which will appeal to engineers of every
description, is the John's Splitting Shears, combined
with Universal Punching Machine and Bar, Angle
and Tee Cropper, Type K.B.L.U.E.F., Figure 2.
The shears of this tool will deal with plates of any
length or width, i.e., the plate can be fed right through
the body of the tool. A most perfect down-holder is
provided, which can be readily adjusted for any
thickness of material. The punching end is arranged
for intermittent and continuous punching, and can be
engaged by hand or by foot ; the slide may be un-
locked so that the punch will " play " on the plate, in
addition a special lever is provided, by means of which
the punch can be placed on the centre mark, while
the machine is in motion, and the hole is made
without the punch having previously risen. Wrong
punching is, therefore, entirely avoided. In the
centre of the frame a cropper is arranged, which deals
with rounds, squares, angles and tees, without having
to change any blades. An attachment is provided
enabling angles to be cut on the bevel up to 45 degrees.
Each of the respective tools has improved stop motion,
and can be worked independently, or all tools can be
worked simultaneously at their maximum capacities.
The punching, shearing and cropping results obtained
are excellent ones, the machine runs silently and
smoothly, and we understand that wherever installed
has given the greatest satisfaction. The frame of this
combination has especially heavy Siemens-Martin
steel plates, which get very near what might be called
" armour plates."
We also saw in operation, the combination of John's
w-ell-known F'atent Joist Shears, which works at two
strokes, with Punching Machine, Type R.T.L.U., a
John's Patent Bar, Angle, Tee and Channel Cropper,
Type R.E.F.F., which is largely used by Shipbuilders,
Railway Companies, etc., John's Patent Bar, Angle
and Tee Bevel Cropper, Type R.G.E.F., which can
Lie found in nearly every shipbuilding yard of
importance, and John's Patent Double-Ended
Notching Machine, Type R.A.T., which is the tool
par excellence for shipbuilding yards.
The various combinations of Hand-Power Punch-
ing, Shearing and Cropping Machines, worked by
gear and lever, attracted considerable attention, and
we are informed that a number of orders were placed
by well-known shipbuilders for tools of this descrip-
tion. They are comparatively light in weight, take
up only little space, and if mounted on a trolley can
be taken about anywhere to the work, instead of
taking the work to the machine.
Messrs. Leonard Chapman & Co., Ltd., Importers and Manu-.
facturers, Munton Road, London, S.E., report :
Graphite, as imported, according to quality.
/ s. d. £ s. d.
Ceylon L.L. c.i.f. London . . i6 5 o to 38 10 o per ton
O.L. ,, .. II 9 6 to 38 9 6 ,,
chips ,, , . 9 5 o to 28 o o ..
dust ,, . . 9 ID o to 25 o o
Purified, milled and ground.
Ceylon, 97% to 99%, f.o.b.
London 59 o o to 63 o o per ton
90% to 91% ,, 40 O Ot0 42 o o „
„ 80% to 81% „ 30 o Ot0 32 o o ,,
70% to 71% .. 27 o o to 28 o o „
American large flake, f.o.b.
London 45 o o to 49 o o
small ,, 35 o ot0 45 o o
Joint Compd. per cwt 2 9 Oto2i2 6
Paint Pa.ste 2 2 o to 2 5 o
Paint per gall o 4 9 to o 5 3
Wholesale hsts of tinned goods on application.
i68
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, iqio.
INSTITUTE OF MARINE ENGINEERS.
2oth Annual Dinner.
THE twentieth annual dinner ol the Institute was held
in the King's Hall, Holborn Restaurant, on Friday,
November 4th, 1910. The assembly of members
and friends, which numbered about ;520 in all, was presided
over by Sir David GUI, K.C.B., F.R.S., D.Sc. (president of
the Institute), and the Sfntlemen present at the President's
table were the Kight Hon. Lord Strathcona and Mount Royal,
P.C. (High Commissioner for Canada) ; Sir William H. White,
K.C.B., F.R.S., D.Sc. (past president) ; Sir Owen Phillips,
fv.C.M.G., M.P. ; Sir WilUam Hall-Jones, K.C.M.G. (High
Commissioner for New Zealand) : Sir John Taverner (Agent-
General for Victoria). T. A. Coghlan, Esq., I.S.O. (Agent-
General for New South Wales). Major P. A. MacMahon,
D.Sc, F.R.S. (Assistant Warden of the Standards), Pro-
fessor F. W. Dyson, M.A.. F.R.S. (Astronomer Royal), James
Denny, Esq., (past president). D'Arcy Dawes, Esq., John A.
F. Aspinall, Esq. (president. Institution of Mechanical En-
gineers), Professor Archibald Barr, D.Sc. (president. Institu-
tion of Engineers and Shipbuilders m Scotland), Colonel R.
Saxton White, V.D. (president, North-East Coast Institution
of Engineers and Shipbuilders), Dr. Robert Caird, Messrs.
Summers Hunter (vice-president), Alexander Boyle, (Chief
Engineer-Surveyor, Board of Trade), Andrew Scott (secre-
tary, Lloyd's Register of Shipping). Dr. S. J. P. Thearle
(Chief Ship Surveyor, Lloyd's Register), John Gravell (Bureau
Veritas Registry of Shipping), J. Foster King (British Cor-
poration Registry of Shipping), Jas. Adam.son (hon. secretary),
Captain G. F. Dixon, James McKechnie and E. P. Grove.
After a reception by the President in the Throne-room,
dinner was served in the King's Hall.
The Royal toasts having been proposed and received with
acclamation, the President gave the toast of " The Imperial
Forces," and said that at present all realized the importance
of maintaining the efficiency of those forces. He had no
sympathy with the man who wanteil to be brought up by the
State for nothing, educated for nothing, to pay no taxes and
to enjoy an old age pension, and yet would do nothing for
the defence of the country. The toast was coupled with the
name of Colonel R. Saxton White, for thirty years a Volunteer,
and who for thirty years showed an example of what every
Britisher ought to do.
Colonel R. Saxton White, V.D., .said that one of the first
instructions to a young officer joining His Majesty's service
was that when he received an order he was not to consider
it, but to carry it out. Such an order he had received to
respond without preparation to the toast, but when he had
before him such a gathering of enthusiastic countrymen to
appreciate any tribute to the men who are doing their duty
to the country in His Majesty's forces, he was not over-
whelmed. The warships of the " Dreadnought " type, by
the rapidity in construction and the enormous increase in the
power of the unit, did, in fact, only about five years ago,
mark a tremendous advance, and yet to-day we had a type
of vessel which marked a greater advance still, and while
there were men at the head of affairs capable of designing
and constructing such ships as the Orion and the Lion, we need
have no fear for the defence of our countty. The Navy
was the most important line of defence, and the very best
men were needed to see it kept in the most efficient condition.
Regarding the land forces of His Majesty, there was no
doubt we had an army of the very best, supplemented by the
Territorials — good for the price we pay. There should be no
occasion even to make that reservation, and if the British
public, as represented in the House of Commons and the
Government for the time being, would only put before the
British taxpayer the necessity for increasing the efficiency
of that part of the service, he believed he would be prepared
to " foot the bill " for the defence of his country.
Sir Walter J. Howell, K.C.B., .said he could not imagine
a toast more likely to arouse the enthusiasm of such a gather-
ing than that of ships, colonies and commerce. Under
modern conditions, it was vital to the very existence of this
country that commodities should be brought in ships from
foreign countries and from the great dominions and colonies
of the empire. Those ships must be protected by other ships,
and, in fact, the necessity for a Navy, and for an overwhelm-
ingly strong Navy really sprang from the existence of a great
mercantile marine. There were three things, commerce,
with the necessity of exchanging products, ships, by which
the exchange is carried out, and colonies, or as now called
oversea dominions, which facilitated and enlarged the opera-
tions of shipping and tended to protect it by multiplying
points of safety. All ahke vital. That, indeed, without a
triple alliance of this kind the British Empire, as it stands
to-day, could never be maintained, and indeed could never
have come into being. Lord Strathcona, he continued, was
held in affectionate esteem and regard in the dominion acro.ss
the Atlantic, which he so worthily represented, and that
regard was shared to the full by all in the Mother Country.
Lord Strathcona was regarded as one of the really great
personalities of the empire. His geniality, his invariable
kindness, his generosity and his princely hospitahty have
endeared him to all. Sir Owen Phillips had already gathered
many laurels in his chairmanship of thf Royal Mail Steam
Packet Co. ; he was one of the leaders of the new Port of
London Authority, and upon him the mantle of the late Sir
.\lfred Jones had fallen, and with their names he coupled
the toast.
The Right Hon. Lord Strathcona said it was some seventy
odd years since he first, like many aggressive Scotchmen who
left his home " to look after other people," went to Canada.
What was known of Canada then ? What commerce was
there l>etween it and this country or any other country ?
There were none of those millions of bushels of wheat and
grain that we have to-day, but timber and furs sent by the
Hudson Bay Company, the great power in that day and with
whom he commenced his career ^\■hat did w-e know of
Australia at that time ? New Zealand had no existence.
With regard to South Africa, it was the Dark Continent,
nothing practically was known of it. Although he more
specially thought of the progress of Canada, the progress
made in Australia, New Zealand and South Africa compared
very well with that in Canada. Forty years ago there were
200 white people altogether connected with the Hudson's
Bay Company ; to-day there was a population of 150,000,
not only so, but surroundings, buildings and a city which
would compare well with any one of the same size on either
side of the Atlantic. As with Canada, so with Australia and
happily, also now with South Africa, where the Duke of Con-
naught had recently been on the part of the King, opening the
first Parliament of the United South Africa. No association
and no body of men had done more towards this progress in
Canada and the outlying portions of the empire than marine
engineers. He could look back to the time when an engineer
meant a civil engineer. They were not divided into the
different branches, mining, marine, electrical, mechanical
and civil engineers, each and all doing the great work of
progress throughout the world and without whose efforts
the results of to-day could not have been. The time it took
to get to Canada some fifty or sixty years ago was six weeks,
anci to-day we get to Montreal in about six days. He looked
forward to the time when Montreal could be reached from
Loudon in four days or so. Then on to \'ancouver in eight
days, and instead of the thirty-three to thirtv-five days to
reach Australia it would be reduced to three weeks.
Sir Owen Phillips also responded. He said ships and
commerce were bound up together and it was a very big
subject to speak about, but these were the days of big things,
the days of big combines, whether looking at Canada, which
Lord Strathcona had referred to, or Australia, where six
states were bound into one Commonwealth for the good of
that portion of His Majesty's dominions, or South Africa,
where four states were combined into one United South
Africa, for, it was hoped, the prosperity of that portion of
the empire which had hitherto been so disturbed. In London
itself, si.x separate undertakings had been bound together
in the Port of London Authority, and which, he believed,
would be for the good of the shipping of the kingdom. Ships
also, both naval and mercantile, every year were becoming
bigger and bigger. But a few days ago there was launched
at Belfast the largest ship ever built, and it was said that
in another country there was a still larger ship to follow.
There was no limit to the size of ships. Shipowners had
hardly discovered the great advantage that triple-expan-
sion engines had over compound, when it was shown
that triple engines were of little use, and that only quad-
ruple engines could hold their own in these days of
keen competition, and no sooner had shipowners time to
I
December, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
169
adopt, at least to some extent, the quadruple system, when
it was said " That is of no use, you ought to have turbines."
Then it was a question of turbines or a conibniation of tur-
bines and reciprocating engines, and there was hardly time
enough to think of that subject, let alone to bring
a fleet up to modern requirements when internal com-
bustion engines came forward. He did not know what
might be the future of the marine engine, but felt certain
the marine engineer would be equal to the emergency,
and would do his utmost to keep the British mercantile
marine in its place in the front of the world. When attention
was turned to the shipping companies they, like the ships,
were becoming bigger and bigger, but as a patriotic Briton, he
was sorry to see that, of the three largest shipping com-
panies of the world, none of them were British owned, and
he thought there was room for this country, which owned
more than one-half of the ships of the world, to take a still
bigger position. Ships were getting safer, and undoubtedly
more comfortable, and that was encouraging people of all
nationalities to travel more by sea than they did in the past.
Sir William Hall-Jones said it was mentioned by Lord
Strathcona that seventy-five years ago New Zealand was
not known. It was only some seventy years ago that it
became a British possession, and for the greater part of his
life he had lived in New Zealand, and as some fifteen years ago
he had the honour of being made a Life A.ssociate of the In-
stitute of Marine Engineers in New Zealand, he had great
pleasure in proposing the toast of " The Institute of Marine
Engineers." He always had the greatest respect and admira-
tion for marine engineers, having travelled a great deal and
seen a great deal of life on board ship, and there was always
one question which puzzled him, as to who was the greater
man on board ship. Marine engineers were respected the
whole world over, and the Institute held the admiration, not
only of the general public, but of the shipbuilders and the
great shipping companies. There had always been a rarity
of disputes between the shipowners and the engineers, attri-
butable to the good sense and the sense of justice which pre-
vailed amongst the engineers. Our sailors in the past were
those who discovered distant countries, and it was our sailors
and our engineers of to-day who were keeping those countries
together. \\Tien we considered the immensity of the com-
merce between this and other countries, we could not but
remember that all depended upon our ships and upon our
marine en-ineers on those ships to look after their progress.
The oversea trade of the empire was something over
;f 1, 200, 000,000, and Sir Owen Phillips had mentioned
that we possessed more than one-half of the ships engaged
in commerce throughout the world. Looking at these
figures he did not believe those who speak of the decadence
of this country and those who say we are falling behind in
the competition with other countries. It was well to be on
the alert, to keep as far as possible to the front. It must be
borne in mind that those countries called colonies, which
were spoken of as the dominions over sea, were growing up,
increasing in population and trade in greater and greater
ratio every vcar, and that throughout the empire there was
a strong feeling of kinship which would continue to grow-
in intensity. Wliether one went to Canada, Australia, New-
Zealand or South Africa, it would be found that representa-
tives of every part of these islands were there, and they all
spoke in the dearest terms of those left behind them. Imagine
those voung countries growing into nations, trade always
expanding, and all in the colonies and in this country doing
their share to improve the .good feeling and to extend trade
and commerce. Since he had been in this country, for over
two years, it had been impressed upon him that there was a
desire that the mutual assistance and unity should be con-
tinued and extended. It was for the advantage of the
people as a w-hole, and he agreed with those -vvho said " Let
us have a quicker service." The parts of the empire could not
be brought nearer, but we could approach them in a shorter
time. It was his pleasing duty to propose the toast of " The
Institute of Marine Engineers," coupled with the name of the
hon. secretary, whom, not long ago, he had the honour of
decorating with the Gold Emblem of the Institute of New
Zealand.
Mr. Jas. Adamson responded on behalf of the Institute, and
said that the words and the sentiments expressed by the
proposer would echo and re-echo from the walls and be wafted
over land and sea. to find receptive chords to respond among
those on whose behalf the Institute was founded and is
carried on — the marine engineers of the empire, whether in
the Navy or the mercantile marine, on whom so largely depend
our welfare, our prosperity in commerce and our defence in
war. Did the executive of the Institute, individually and
collectively, need inspiration to carry on the work with
vigour, they had it in looking around the assembly and
pondering over the language of him who had spoken so
eloquently on behalf of their calling. The enthusiastic
working members, both in the Council and outside the Council,
who exercised themselves in .self-denial in connection with
their operations, had received a fresh stimulus, and he did
not doubt but that excellent results w-ould follow- from the
assembly, giving an incentive and impetus towards greater
progress and further advancement in the direction of increas-
ing membership and a closer study of those questions which
make for improvement in efficiency and economy — attendance
at the reading of papers and discussions being one of the means
provided, and a very important one, among those which
comprised the list of outlets for beneficial — or he might say
beneficent — work carried on. They had been reminded
of their duty to their day and generation in respect to the
engineering questions daily calling for solution and, beyond
that, their privilege of providing fresh questions for the
generation to follow — the marine engineer of the days to
come. Such thoughts incited them to go ahead with that
renewed energy and enthusiasm which made for success in
any undertaking. That they were alive to both their duty
and their privilege was evidenced by the monthly i.ssue of
Transactions. The frequency of these issues kept members
in closer touch w-ith the most recent developments and, while
they were conscious of fulfilling their mission to some extent,
the glut of satisfaction did not possess them — they were ever
aiming at higher ideals, and let it be the aim of every member
to help them to press on, improving on past records, bearing
aloft the lighted torch of progress. Were they not all looking
forward with anticipation to that day when the special com-
mittee to whom had been entrusted the continuation and
carrying into fruition the work, should have completed their
labour and placed a commodious and well-appointed city
residence at their disposal — a new- and other habitat for the
Institute which they could look upon with pride and satis-
faction— a fit companion building in keeping with those of
kindred institutions, which were older in years, but not of
greater importance to the community. One of the pleasing
features which had been getting into shape of recent years
in connection with their operations was the Junior Section,
and now- there were a good number of youn.g men, not only
deeply interested in the Institute, but doing well in pro-
moting the aims set forth in the .Articles of Association.
Not the least pleasing detail was that the sons of many old
members were entering the field possessed by their sires,
whose strenuous efforts had helped to extend its area and to
open -wider the gate by contriliuting their ripened experience.
The awards presented at the last meeting on Monday night,
when they were privileged to listen to the address of their
president, w-as another pleasing detail, and the fact that he
who obtained the Lloyd's scholarship last year had now-
taken the B.Sc. degree was a source of gratification to the
junior section. The .social side had not been overlooked,
nor was it made too prominent, and he had found it to be a
valuable auxiliary to the more solid and permanent side.
That evening's gathering indicated the interest taken in the
great social event of the year, and even in the smaller events
the accommodation in their own premises was inadequate
to give sitting room for all. The membership was steadily
increasing, their operations were in good trim and the pro-
gramme for the current session contained good subjects for
thought, enquiry and discussion. WTiat was wanted to
make the subject matters highly interesting and valuable
was a full attendance of members in order that the views of
many minds might be expressed for the benefit of all.
James Denny. Esq., proposed the toast of " Kindred In-
stitutions." Some of them, such as the Institution of Civil
Engineers and the Institution of Mechanical Engineers, might
be said to have attained a ripe old age, but for the fact that
before each of them was a long and prosperous career, but
whether old or young they were doing most excellent work.
They contributed to the spread of technical knowledge
and also to social intercour.se amongst gentlemen associated
in the same line of business, who might otherw-ise be kept
170
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
apart by personal or trade jealousy. When one thought
of it one must wonder how such institutes came to exist at all.
Their actual outcome was that the more capable members
willingly and gratuitously handed over to the less efficient
members much of such knowledge, special experience and
valuable information as they possessed. The result was the
advancement of technical knowledge, whereby the trade
of the country was much benefited. All this applied to their
own Institute, which was prospering all the time. Members
increased, its funds seemed to augment almost automatically
and the value of its proceedings, both in range and in quality,
anyone who read the monthly Transactions could verify.
But great as its progress had been, it had not marched fast
enough to please its members. It was considered that the
Institute had outgrown its rooms at Stratford, and that a
necessity was almost laid upon it to have premises in the city.
Something had to be done to meet this laudable ambition.
This was no rash .scheme taken up at a moment's notice.
It had been before the whole of the members of the Institute
on at least three of its annual meetings. Means had been taken
to ascertain the views of the individual members of the
Institute. A special committee was appointed to investigate
the whole question, especially as to site and cost. The views
of the members generally were favourable and the scheme
was to go on, or at least it wouUl go on if sufficient financial
support were promised. For the information of those who were
not members of the Institute it might be said that an appeal
would shortly be made to the members of the Institute them-
selves and to the friends of the Institute, to shipowners, to
shipbuilders and to marine engine manufacturers, to everyone
who might be supposed to be interested in the future and the
welfare of the marine engineer. As one of the past-presidents
of this very valuable Institute, he ventured to recommend
a very favourable consideration of this appeal, when it reached
those to whom it would be made and who might be supposed
to be interested in the question. As far as shipowners, ship-
builders and marine engineers were concerned, it would be
for them a casting of bread upon the waters, for anything
they could do to improve the status and the welfare of the
marine engineer came back to them to their own advantage.
Now that tonnage was being better employed, that freights
were higher, they niight perhaps cherish some hope from the
sliipowners to whom they might appeal. As for shipbuilders
and marine engine builders, quite admittedly business with
them had not been in a satisfactory condition, but even from
them they should get considerable assistance. Referring
to the pre.sent condition of affairs, he could consider it had
arisen from the fact that both sides were satisfied they
were fighting for what they called a principle, and when
people fought for a principle any reasonable accommodation
between them was very difficult to arrive at. They
could come to a settlement much more quickly if out-
siders would not interfere. There were certain principles
underlying the situation which could not be affected
by the unsolicited counsel of a labour leader, eminent
economist or epigrammatic playwright. An industry to be
successful must be properly organized and properly dis-
ciplined. The situation appeared to be not entirely due to the
special merits of the di.spute. There was a feeling abroad
that Labour was not getting what was called a fair share
of the profits. Well, he would say to the irresponsible outside
advisers that they might make their minds easy on this point as
far as the shipbuilding industry was concerned. Never during
the period of forty-five years he had been connected with it
had the returns to capital been less, or what was paid to
labour more. There was admittedly unrest in " labour " in
this country, and others. As far as this country was con-
cerned it seemed to be due to the fact that labour, having
had through its vote political power for forty years and
having exercised it with moderation had begun to realize
what this power really meant. The hope for the future must
be that our democracy, along with its realization of power,
might realize also its responsibility.
Jolin A. P. Aspinall, Esq., president of the Institution of
Mechanical Engineers, responded.
Mr. .\lexander Boyle (vice-president) proposed " The
Guests." and Professor Archibald Barr. D.Sc, responded.
Profes.sor F. W. Dy.son, M.A., F.R.S., in proposing the
health of the President, said, "The Institute has conferred a
great honour on me in asking me to propose this toast of
' The Chairman.' and I am very proud to do so, espetially
as Sir David Gill is a great astronomer in whose steps I try
to follow as well as I can. If it were not too late I could tell
you a great deal of what Sir David has done. He has mea-
sured the distance of the sun, but that is only a small matter
of about 90 millions of miles, and he has measured the dis-
tances of stars millions of times further than that. Not
content with that he has surveyed a large part of South Africa,
and started to measure the great arc of the earth's surface
on the 30th meridian in that country. These tasks of Sir
David's involve some of the (pialities which are possessed by
engineers. The instruments which astronomers use need a
lot of looking after just as the engines of a ship need looking
after, and it is largely, I think, through his mechanical
instinct and through his grasp of engineering conditions that
Sir David Gill is such a brilliant astronomer as we all know
him to be. For nearly thirty years he was H.M. astronomer
at the Cape of Good Hope. During that time telescopes
and astronomical instruments have changed just as marine
engines have changed, but in 1879 he found there the old
engines of that date, and has left the Cape Observatory with
new engines of the date of 1910. Not only in astronomical
circles but in other scientific and in all circles at the Cape
Sir David was an extremely useful and prominent man. He
is now back in this country and it is a great pleasure for us to
have him as president of the Astronomical Society, as it is
your pleasure to have him as president of your Institute.
Gentlemen, I give you the toast of ' The Chairman.' "
Sir David Gill, K.C.B., in response said, " The hour is late,
else I should like to have extended my words of thanks to
you for the cordial reception you have given to this toast ;
but I know many of you have trains to catch, and most of you
will get a ' curtain lecture ' when you get home, so I shall
spare your feelings. But I do thank, first of all my colleague
and dear friend, Profes.sor Dyson, and I am sure you, with
me, will offer him your warmest congratulations on his recent
appointment to the important post of Astronomer Royal.
Few scientific events have given me more cordial pleasure
than that appointment. We have in him a man of tact and
judgment and who, from his University days, has been a
Government servant of the highest standing. He has
fulfilled the great e.xpectations raised by his brilliant Univer-
sity cireer, and I am sure he will fill the post with the greatest
benefit to science. Of what he said of myself, the less I say
the better. I can only say that he has presented my case
in a favourable light, much too favourable in my eyes. As
to the Institute of Marine Engineers, why they chose to
appoint me their president I do not know, although it has
been a very, very great pleasure and honour to occupy that
post. In speaking the other night I said he would be a fool
of an engineer who did not take an interest in his tools, anil
he would be a fool of an astronomer who did not take an in-
terest in his tools also. In taking that interest I have become
more and more of an engineer, and it was on that account I
felt in such full sympathy with this Institute that I at last
consented to give my feeble efforts to help forward its
interests. If in any way I can do anything for the Institute
it will be my pleasure and a poor return for the honour you
have done me."
We have much pleasure in advising the old students of
the City Engineering Academy, of 4 and 5, High Street,
Aldgate, E.C., London, of the recent success at the Board
of Trade Surveyors' Examination held in London in October,
this Institute's students securing both the first and second
place. Also at a recent examination by the B.T. for Surveyor-
ship under the R.I.M. a student secured first place. This
school also obtained the only success at the October Extra
Chief Examination in London.
Mr. .\nd. Jacobsen has placed an order for a new steamer
with Messrs. Priestman & Co.. of Sunderland ; 346 ft. long,
50 ft. 8 in. beam, 24 ft. 7 in. deep. The engines will have
cylinders 24 J in., 40^ in., and 67 in. diameter by 45 m. stroke,
with two large single-ended boilers, to be built by Messrs.
The North-Eastern Marine Engineering Co. .Ltd. The engines
will be worked with superheated steam on the Schmidt
system.
Messrs. Priestman Bros., Ltd. — We are informed that
the Priestman Grab-Dredger, Excavator and Elevator has
been awarded the " Grand Prix " at the Buenos Aires Exhi-
bition.
DECEMBER^gi^ THE MARINE ENGINEER AND NAVAL ARCHITECT.
171
CORRESPONDENCE.
(K"e do not hold ourselves responsible for the opinions expressed
by our correspondents).
To the Editor 0/ The Marine Engineer and Naval Archi-
tect.
Dear Sirs, — As a constant reader of your valuable paper,
" The Marine Engineer and Naval Architect," I notice the
article in October number on Steam Whistles for signalling
in which the Board of Trade have interested themselves. It
may interest you to know I have studied the matter for a
long time, and have brought out an invention of my own,
which has given the utmost satisfaction in our steamers for
for seven years. — Yours faithfully,
J. E. SPURGEON.
Alexandria, Egypt, 21/10, 1910.
To the Editor of the Marine Engineer and Naval Architect.
Dear Sir, — Glad to see. your leader on steam whistles.
Don't you think that the adage, " Prevention is better than
cure," is applicable specially to this question ?
My investigations into the courses of steam and water
currents in steam piping placed at all angles and relative
positions have shown me that dry steam can be economically
supplied, or kept ready, for all purposes by arrangements on
the principle of induced circulation, as in my patent steam
whistle method.
In answer to an inquiry I had a letter from the Board of
Trade dated 7th February, 1910, stating that " though it is
considered that the whistle pipes should, as a rule, be separate
fittings from the boiler or boilers to the whistle, other arrange-
ments are not objected to, if proved on actual trial to be
satisfactory." This I take to mean that any efficient arrange-
ment would be approved of.
The Dutch Government prescribe in " Staatsblad No. 315
(Scheperswet) " par. 3, Artikel 31 —
" The steam whistles and syrens for making fog signals
should be so arranged that when there is steam up they are
always ready to immediately sound, and should be placed at
a sufficient height to prevent the sound being obstructed."
I have sug9;ested three tests to the Board of Trade as
follows : —
1. During the first blast, under sea-going conditions, no-
thing to be seen passing between whistle ports and tops ol
openings in organ pipe or dome of whistle, .\nything seen
to be assumed to be water.
2. The full sound of unvarying tone and power to begin
and end sharply and coincidently with the opening and
closing of whistle valve.
3. After twenty-four hours' silence the whistle to be
sounded again, with results exactly similar to i and 2.
Trusting that you may find something in the above which
may be of use, believe me, yours respectfully,
J. H. YATES.
Rotterdam, i November, 1910.
* K descriptive article on Mr. Yates' system appeared in
February, 1910, and may be further referred to in a future
issue. — Ed.
REVIEWS.
The Indicator Handbook. By C. N. Pickwick. 4th edition.
London : Whittaker & Co. Manchester : Emmott & Co.
Price 3s. nett.
This practical manual for beginners has been revised and
enlarged and a fourth edition is now published. This book
in its previous editions has been recognised as one of the most
useful books on the subject, particularly from its educational
value to beginners, and the author has done wisely in bring-
ing the work up-to-date in order to comply with present-day
requirements. The prominent position taken to-day by gas
and oil engines has necessitated the inclusion of a special
new chapter on the class of instruments manufactured for
this class of prime mover, and the details of use necessitated
by the new conditions obtaining. Some useful descriptions
and illustrations of reducing gears for gas engines are now
included, while optical indicators, pressure indicators and
other such dfeVicfes have rfet'eiv'e'd attention. A numbfer of
illustrations have been added to the work, so that the de-
scription of apparatus is rendered more easily comprehended.
It will be agreed that the book in its present form is really
a most useful companion volume to " The Indicator
Diagram : Its analysis and calculation," by the same author.
Design of Marine Multitubular Boilers. By James D. Mc-
Knight and .\. \V. Brown. London : The Technical
Publishing Co., Ltd. Price 3s. 6d. nett.
This is a treatise written by two practical engineers on the
details of design relating to Scotch boilers in order to assist
draughtsmen who have not had the opportunity of experi-
ence of this class of practical work. There is no doubt that
much greater facilities exist for obtaining knowledge of design
of engine work than of boilers, and it is to fill this deficiency
in some measure that the authors record the principles which
they recognise as controlling the practical design of this
particular type of boiler. The book opens with the usual
particulars of a boiler and the views that are necessary to
impart the proper information to the boiler maker. The
subjects of tube spacing, furnaces, firebox side stays, firebox
top staying, staying of the top front and top back ends, stay-
ing of firebox backs, and details of shell riveting, maximum
pitch for riveted joints, bottom water space stays, front and
back tube plate staying, effective area of stay tubes, details
of portable stays, the " Ashlin " removable furnace and detail
of a reverse flange type furnace are there dealt with in turn.
In each section representations are given showing construc-
tional and dimension lines with the necessary dimensions and
information just as the working drawings should have, and
the description referring thereto includes all the arithmetical
calculations involved in the preparation of the design. The
requirements of the Board of Trade, Lloyd's, and the British
Corporation surveys are all given and applied in the necessary
directions for obtaining the proper dimensions and arrange-
ments. On the whole we think the book will serve a useful
purpose.
Steam Turbines. By W. S. Leland. London ; Messrs.
Crosby. Lockwood & Son. Price 4s. 6d. nett.
The above book is one of a series of sixty volumes prepared
by the .\merican School of Correspondence of Chicago, and
issued as it is at such a moderate price, serves well as a pre-
liminary study for the principles of steam turbines, and the
fundamental principles are most legibly put in the first chap-
ter. The distinction between an impulse turbine and a
reaction turbine is well set out, though as turbines are now
made none of these are effectively impulse or reaction turbines,
but the explanation is very clearly given as to the difference
of these two principles. Remarkable advancements have
been made in the development of the turbine in the last ten
years, and this has given a great incentive to steam engineer-
ing, whilst the electrical engineer has been stimulated to work
out new ideas in designing generators suitable for the very
high speeds of rotation. The steam turbine has now taken
its place beside the best reciprocating engines of the present
day, and is hkely to find in the immediate future a more
serious competitor in the gas engine than in the reciprocating
engine. After this first long chapter upon the theory of the
steam turbine we come upon Part II., which deals with com-
mercial turbines, starting with what may be termed the
simplest type of turbine, viz.. with a single set of nozzles and
a single rotating wheel, which may be set down as a single-
stage impulse turbine, or the De Laval steam turbine, .^fter
this the Riedler Stumpf turbine is described with plenty of
illustrations, on which follow the Levy and the Sturtevant
turbines. Then comes the Rateau turbine, as an exemplifi-
cation of the compound steam turbine, and finally the Curtis
steam turbine, of which there are many illustrations. Under
the heading of reaction turbines mention is made of the Hon.
Chas. Parsons as being the responsible man for the successful
development of this class of turbine, and illustrations of the
rotor and sections are shown through the rotor in place.
.\fterwards several devices of governors are described, (i)
those in which the pressure of steam before admission to the
steam chest is controlled by a throttling governor ;
(2) those in which a series of nozzles may be controlled by
a valve operated by a governor, and (3) those in which steam
may be admitted at full pressure at intervals, either of long
or short duration. This completes this book, which is a well
compiled and succinct acccunt of stfe'am turbines.
172
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
BOOKS RECEIVED.
Spark Spectra of the Metals. By Charles E. Gissing,
F.R.d.S. London: HailliSri.', Tindall & Cox. 2i pages,
50 illustrations. Price. 7s. 6d.
The Royal Navy List. London : Withcrhy & Co.
Mechanical World Pocket Diary, 1911. Manchester:
Emniott A: Co., Ltd- Price, o,|.
English Prices with Spanish Equivalents. By S. Lambert.
London : I'". A' I". X. Spon, Ltd. Price, is. nett.
" Manulav. " — We have had an opportunity of testing
the soap manufactured and sold under this name by Messrs.
Price's Patent Candle Co., Ltd., of Battersea, and can certify
it to be most useful to those who are called upon to soil
their hands, by contact with machinery, tools or other
implements, as it removes most expeditiously ingrained
greasy dirt or abraded metal. It is made from the best
materials, is free from harmful chemicals, while a sufficient
quantity of Messrs. Price's Glycerin is added to protect
and preserve the skin. It is sold in single tablets or in boxes
of three and twelve tablets at a moderate price.
The Beldam Rubber and Packing Co. — This firm,
established in 1S76. has just issued a new catalogue com-
prising within its pages a description of the different speciali-
ties manufactured at the works at Brentford. Middlesex.
Gold medals were awarded to the firm at the Milan and
Shepherd's Bush exhibitions. For the benefit of customers
the .\.B.C. and the engineering standards vol. v. (Messrs.
Atkinson) codes are used. The E.xcelsior metal rings, duplex,
are of the spring backed encased type. The rings are held
up to their work by springs ; there is a drain connection
from a recess under the upper set to the LP. receiver and from
the lower set to the L.P. receiver. The ordinary type of
Excelsior packing has rings of the same kind in one case.
Each type is in use for piston rods with 220 lbs. pressure.
Soft packings of various kinds for steam and gases, for water
and other liquids are illustrated, among them being the well-
known pilot, serpent, sceptre, coolie and other types in general
use ; jointing materials, corrugated valves, G.G. rings,
hoses, etc.
The Phosphor Bronze Co., Ltd., have recently sent us
their new catalogue, which sets out all particulars of the
specialities of this well-known firm, such as Phosphor Bronze,
cast rolled or drawn ; Gun metal, ingots and castings : Brass,
ingots and castings ; White anti-friction metals, and all
non-ferrous alloys. Some very interesting information is
contained in the booklet, viz., " Foundry points in treating
phosphor bronze," " Tables of tests of rolled phosphor
bronze," " Tenacity of metals at various temperatures,"
and " Weight of various rolled metals." Engineers interested
will do well to send for a copy and to note the various require-
ments in which phosphor bronze may be utilized.
NORTH SEA FISHERIES EXHIBITION OF
MARINE OIL ENGINES.
THE North Sea Fisheries Exhibition at Yarmouth for
marine motors, which opened its doors on the 29th
October and closed on November 12th. attracted
great interest and its supporters can congratulate themselves
on its success. The exhibition was a thoroughly representa-
tive one. and among the exhibitors were the following firms :
Messrs. Thornycroft & Co.. Messrs. Norris & Hentjr, Messrs.
Perman & Co.. Messrs. W. Beardmore & Co., and Messrs.
James Pollock. Sons & Co. All the engines were at work and
those interested had an opportunity of inspecting some of the
best-known types of marine oil engines.
The exhibit of Messrs. John I. "Thornycroft & Co., Ltd.,
of Caxton House. Westminster, was a very interesting ex-
ample of the type of marine oil engine in which they specialize.
The set comprised one of their 47 brake horse-power C4 type
oil engines mounted up complete with Thornycroft reverse
gear drivin,g a propeller in a water tank and working con-
tinuously cluring the period of the exhibition, under con-
ditions which closely approximated to those that exist in the
many drifters. The engine is of four cylinders, each 6 in.
diameter, and 8 in. stroke. The fuel used is paraffin lamp
oil, on which it may be started up by using a single lamp
(irrespective of the number of cylinders), to heat the
vapourizer to the point at which the fuel is vapourized.
When this has been reached the lamp is removed and is not
required except to start up again after a stop of some dura-
tion. In ordinary manoeuvring or even for stops of an hour
or so, it is possible to start without again using the lamp,
as the vapourizer is designed to retain the heat for a con-
siderable period. As paraffin fuel varies to some extent, a
bye-pass is provided so that the heat of the vapourizer may
be regulated according to the quality of the fuel used. This
is probably the most efficient form of vapourizer yet devised
for marine oil engines.
In many cases it has been found advantageous to use
petrol for starting. This method enables a start to be made
instantaneously without recourse to the use of a lamp. The
carburettor has. therefore, double float boxes for paraffin
or petrol respectively. The paraffin is turned on and petrol
supply cut off by means of a two-way cock when the vapour-
izer is sufficiently heated by the exhaust gases — a matter
of ten or fifteen minutes. The lever used for switching
from petrol to paraffin is also used for cutting down the
supply of fuel for slow running. Though objection may be
raiseci to the presence of even the small quantity of petrol
required, the fact remains that in the numerous sets working
on this system no accident has yet occurred and the risk is
negligible in an ordinarily good installation. The advan-
tages, beyond that of instantaneous starting are cleanliness,
the avoidance of the use of lamp, and the possibility of secur-
ing a substantial increase of power when the utmost speed is
desired, such as in racing for port with a catch. The speed
of the engine in ordinary working condition is about 500
revolutions per minute, but the range of control and conse-
quently of power is such that it may be throttled down to
300 revolutions anil still work regularly and efficiently, or
accelerated to Soo revolutions for the utmost speed.
The fuel consumption has been proved (by skippers of
East Coast boats using this type of engine) to be no more than
from 2i to 2 J gallons per hour. The average on a run of
upwards of 400 miles was registered to be nearer the lower
figure. The figure the makers guarantee (following their
policy of not under-estimating in such cases) is -g pints per
b.h.p., which shows a substantial margin over the con-
sumption on service. The ignition is by Bosch high-tension
magneto. The high-tension system was adopted by Messrs.
Thornycroft on its being shown that it had several advan-
tages over the usual low- tension system, one of which is ease
in starting. The magneto is placed on a platform near the
top of the crankcase on the front of the engine where it is
p.irticularly accessible. A noticeable feature is the strikingly
simple form of lubrication. The oil is automatically sucked
from the crankcase by a pump which delivers it to a series of
nozzles which in turn deliver the oil (in flows which are
constantly in full view of the driver) into cups leading to the
main bearings and connecting rod bottom ends. A stoppage
in any one pipe leading to the bearings, etc.. is made evident
by an overflow from the cup supplying this pipe, and may be
remedied instantly by the insertion of a piece of wire. .\lso
stoppage in one of the nozzles is cleared in the same easy
manner ; in either case it is unnecessary to stop the engine.
There is no excuse for heated bearings. The control of the
motor is effected by a single lever which regulates the action
of the governor on the throttle valve, and by the provision that
is made for advancing and retarding the ignition.
In the matter of accessibility this engine has many points
of advantage. Large inspection doors are provided on each
side of the crankcase easily and quickly opened, and those
on one side are made sufficiently large to allow of withdrawing
the piston and connecting rods without lifting the cylinders
or otherwise dismantling the engine. The reverse gear is oi
the Thornycroft epicyclic type providing a direct drive in
the ahead position. The propeller is designed specially in
each case to suit the boat.
Institute of Marine Engineers. — We have pleasure
in noting that the Marquis of Graham has consented to
nomination as president-elect of the Institute of Marine
Engineers in succession to Sir David Gill. The interest
taken by the Marquis in engineering and maritime questions
is well known, and we congratulate the Institute.
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
173
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
( I'loin our Own Correspondent.)
Industrial Deadlock. — These notes are penned at a time
when, after eleven weeks have elapsed since the shipyard
lock-out notices took effect, there are still no signs of an
immediate settlement. On the contrary, negotiations
between employers and workmen have reached an absolute
deadlock. The employers cannot see their way to entertain
the proposal of withdrawing the lock-out notices pending
further negotiations, and the Executive of the Boilermakers'
Society have entered into communication with " several
public gentlemen " with a view to obtaining a large loan in
order to carry on the dispute for an indefinite period ! In
the event of the loan being carried through, the men would
be quite willing to enter into an undertaking for repayment
by weekly instalments once the lock-out is ended ; but the
men are emphatic on this point, that " their sole object in
doing so is to be the better able to fight against the penalty
and other objectionable clauses in the York agreement."
From the attitude thus taken up by the men it may be
gathered that they are in earnest ; but from the reply sent
by the joint-secretaries of the Employers' Federation to
the secretary of the Boilermakers' Society (pointing out that
the lock-out could not be terminated until satisfactory-
assurances were given that there would be no more sectional
stoppages of work), it would appear that they too are in
earnest ! Both sides seem equally determined not to give in,
so that in spite of conferences and proposed outside inter-
mediation, the dispute seems fated to run on into next year,
with misery incalculable as the result for the workers, and
irrecoverable loss for both sides.
That the questions at stake in the lock-out conflict
have been regarded as intensely serious and far-
reaching is proved, not only by the stupendous loss
the men have sustained, and the loss which the employers
have undoubtedly sustained also ; but it is emphasised by
the fact that quite an unusual amount of fresh and highly
important shipping tonnage has been placed in the interim,
and awaits the resumption of operations. It would seem
quite certain also that the tidal flow of contracts has not
yet reached its ma.ximum height. The number of inquiries
still in the market is very considerable ; and while these
may not m every case mature into contracts, the demand is
sufficiently solid and real to have tested severely the reality
of the arguments used on both sides of the lamentable dispute.
Altogether the amount of fresh shipping tonnage placed
with Clyde and other Scottish Shipbuilders since last month's
notes were penned runs to about 45000 tons ; most of the
contributory items consist of steamers of considerable
tonnage, and for well-known lines of regular traders. In the
notes which follow, general particulars are given of the new
contracts booked by individual firms.
Messrs. Russell & Co., shipbuilders. Port Glasgow, have
contracted to build for Messrs. Prentice, Service & Hender-
son, Glasgow, a steamer of 10,000 tons carrying capacity ;
and for Messrs. Gow, Harrison & Co., shipowners, Glasgow,
a steamer of 9000 tons deadweight capacity. For Glasgow
owners also — Messrs. Marshall & Dobbie — these well-known
Port Glasgow builders, who contrive to have their fourteen
building berths almost constantly occupied, have contracted
to build a steamer of 7600 tons carrying capacity. Messrs.
Russell & Co., not being themselves engineers, are sub-
contracting with Greenock and Glasgow firms for the
machinery of all the vessels.
Messrs. Wm. Hamilton & Co., shipbuilders. Port Glasgow —
a very large portion of whose output this year has consisted
of steamers built on the Isherwood longitudinal system,
and whose stocks are at present fully occupied — have received
an order from Messrs. "T. & J. Brocklebank, of Liverpool, for
a steamer of 500 ft. in length, and 12,000 tons deadweight,
for the Eastern trade, whose construction will also be on the
Isherwood principle. This vessel will be the largest ever
constructed by Messrs. Hamilton, and her machinery will be
supplied by Messrs. David Rowan & Son, engineers, Glasgow.
Messrs. Wm. Simons & Co., Renfrew, who launched on
November ytli a powerful twin-screw, bow-well, barge-loading,
bucket-dredger, which they have constructed to the order
of the Canadian Government, have recently secured, also
from the Canadian Government, the contract for a dredger
to be employed in connection with the deepening of the
harbour at Prince Rupert, the new Pacific terminus of the
Grand Trunk Pacific Railway, and at other places in British
Columbian waters. There was, it is believed, severe com-
petition by leading American shipbuilding firms who build
dredgers, and the tender of the well-known Renfrew firm
was ;^42.ooo — much below those of American tenderers.
Messrs. Fleming & Ferguson, Phcenix Works, Paisley,
have received, from the London Port Authority, an order
to construct two dredgers, which, with the order for hopper
barges ordered from another firm as elsewhere noted, is said
to be only part of the dredging plant which this body has
resolved to contract for at this time.
Messrs. Ferguson Bros., Newark Shipbuilding Works, Port
Glasgow, have secured the order from the London Port
Authority for eight hopper barges, being only part of the
work the .\uthonty have at this time to give out.
Messrs. Yarrow & Co., of Scotstoun, have just received an
order for a high -speed motor-boat for service at Buenos
Ayres. The vessel will be 60 ft. long, by 9 ft. beam, propelled
by five sets of internal combustion engines of the Yarrow-
Napier design, of approximately 300 total horse-power,
designed to give her a speed of 25 V knots.
Messrs. Alley & MacLellan, Polmadie, Glasgow, have booked
orders for five vessels of the light-draught description, con-
sisting of a stern wheel steamer of 1 10 tons ; a paddle-ferry-
steamer of 100 tons ; a stern wheel steamer of 50 tons ; a
cargo barge of So tons ; and a steam launch of 10 tons.
Messrs. Bow, McLachlan & Co., Paisley, have presented
to the engineering department of Glasgow University a valu-
able addition to the equipment in the shape of a small steam
engine fitted with link motion.
Messrs. Mackie & Thomson, shipbuilders, Govan, have
contracted to build four small steamers for one of the new
Italian subsidised services. Tenders have been invited by
the same owners for four somewhat larger vessels. Mr. W. A.
Mackie, of the Govan firm named, has retired from the co-
partnery, and is establishing himself as a naval architect,
consulting engineer and surveyor, at 50, Wellington Street
Glasgow.
Messrs. Scott & Sons, shipbuilders. Bowling, have booked
an order from Mr. E. Rabonicich, Glasgow, for a powerful
screw tug and salvage steamer for service in South American
waters. The machinery for this vessel will be supplied by
Messrs. Ross & Duncan, engineers, Govan.
Messrs. MacLaren Bros. , yacht builders and motor engineers,
Dumbarton, who some time ago completed the last of the
ten motor pinnaces required for the fleet of ten torpedo-
destroyers built by Messrs. Yarrow & Co., Scotstoun, for the
Brazilian Navy, have reason to be gratified with the success
of these little craft, which were iS ft. in length and were
propelled by De-Dion motor engines of 8 H.P. These boats
have now been thoroughly tested and as a result four more
installations of similar power have been ordered by the
Brazilian Authorities through Messrs. Yarrow & Co., to be
fitted in pulling boats. The engines will have dual ignition,
and will be coupled up to MacLaren reversible propellers.
Messrs. The Greenock & Grangemouth Dockyard Company
have received an order from Messrs. Paton & Hendry, ship-
owners, Glasgow, for a steamer of 1200 tons carrying capacity
and 1 1 knots speed, for the coasting and Continental trade.
The same firm have received from Messrs. Samuel Huff and
Co., Liverpool, an order for a large passenger steamer for their
London and Liverpool service. The vessel, which will have
accommodation for 100 first-class passengers, will be built
at the firm's Grangemouth yard.
New Fairfield Torpedo Destroyers. — The new torpedo-
boat destroyer Cameleon — the first to be completed of a
new type of destroyer which burns oil fuel only — which was
launched in June by the Fairfield Shipbuilding and Engineer-
ing Company, Govan, has just passed through a series
of exhaustive trials on the Clyde, and is now in Fairfield
Dock undergoing her finishing touches before being handed
over to the Admiralty. The contract speed was 27 knots,
but during a part of the full-power trial she steamed at over
30 knots. Two sister-ships — the Comet and the Goldfinch —
also from the Fairfield stocks, are at present being prepared
for their trials.
174
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, igio.
New Clyde Docks. — The Clyde Trustees have now given
the necessary Parliamentary notice and plans for the promo-
tion of a Provisional Order for the construction of a large new
graving dock, a tidal dock, and other works at Renfrew.
They have also authorised the purchase of 1943 square
yards of land at Govan for the purpose of making proper
access to the proposed new elevating deck veliicular ferry.
Between Renfrew and Shieldhall the Clyde Trustees have
no less than 405 acres of land, with about two miles of river
frontage available for harbour and deck extension. A large
part of this land is the old estate of Elderslie, and there is a
parliamentary obligation resting on the Trust to the burgh
of Renfrew to expend on dock and harbour works on the
Elderslie site at least £iy/,6i6 over and above the cost of
land and equipment before 30th June, 1917, that is seven years
hence. Plans of a large graving dock on the site and of
associated tidal basin and quayage for commercial purposes,
have for some considerable time been prepared l)y the En-
gineer of the Trust, and have already been submitted to the
Admiralty, who have assured the Committee that the graving
dock would be amply suitable for naval ships of the largest
type. The proposed tidal dock will be 32 acres in extent
and consist of an outer and inner basin, the former being
590 yards in length and 270 yards in width, and the latter
442 yards long and 90 yards in width. The graving dock,
which will lead off the eastern side of the outer basin, will be
the largest in the world, and be divided so as to serve for
docking two vessels of moderate length simultaneously.
Under the most favourable conditions, the construction of
the new dock and other works at Renfrew will not be accom-
plished sooner than five years hence.
TYNESIDE AND WEARSIDE,
{From oui Own Correspondent.)
Tyneside.
THE enormous gravity to Tyneside of the ten weeks'
lock-out period which has elapsed to the date of
writing can hardly be over-estimated. One indication
revealed in the local press is that during the month of October
only three new vessels (two cargo steamers and one tug)
have been launched on the Tyne. as against eight in October
last year. Under the circumstances, it is not to be wondered
at that local interest is being taken in the question in Parlia-
ment as to whether the various ,\dmiralty contracts will be
completed in the specified time. It is hardly likely that the
.\dmiralty will force the employers' hands by insisting on a
termination of the deadlock, but the situation commands
interest. Several repair orders have, it has definitely been
ascertained, been lost to the Tyne, one going to Liverpool
and another to Bristol. Admiralty work delayed includes
battleships, torpedo-boat destroyers, a floating dock and a
cruiser.
North-East Coast Institution. — .\t the opening meeting
of the present session of the North-East Coast Institution
of Engineers and Shipbuilders, the new President, Col. R. S.
White, gave two causes for the depression of the past two or
three years. One was the amount of tonnage produced
through the previous period, which was sufficient to have a
large influence on the freight market, and the other was the
adoption of a deeper load-line equivalent in carrying power
to a year's shipbuilding production.
Apprentices' Strikes. — Tyneside has been visited during
the past month with trouble from apprentices in two works.
At Messrs. Palmers' Shipbuilding & Iron Co., Ltd., the
apprentices struck against a new system of checking time,
while at Messrs. Clarke, Chapman & Co., Ltd., Gateshead,
as the result of a strike of apprentices on trivial grounds,
the firm has established a system of indentures, sums of £$
°^ li (accordmg to department) being forfeited by any appren-
tice coming out on strike. After some difficulty the majority
of the apprentices have signed on under the new terms.
Sir W. G. Armstrong, Whitworth & Co., Ltd. — The civil
engineering work in connection with this firm's new shipyard
at Walker is proceeding at a good rate. The contractors
for the clearing and excavation of the site got their steam
navvies on site, and are laying light railways and forming a
jetty to facilitate the discharge of the excavated ballast
into sea-going hoppers. Electric conveying devices are also,
it is understood, to be used. Work has also commenced on
the actual excavation, which is being carried on by blasting.
Meanwhile, the firm itself is busy. The ordnance department
has just despatched from the works one of the largest guns
ever built in the North ; an important order has been received
from the Leith Dock Commissioners for dock gates and
machinery, while on the i8th inst. the launch of H.M.S.
Weymouth, a second-class cruiser, by Lady Nunburnholme,
marked a satisfactory stage in the construction of this vessel.
Messrs. Palmers' Shipbuilding & Iron Co., Ltd. — The most
important news concerning this firm during the past month
is that the Rt. Hon. Sir Charles jNIcLaren has resigned his
chairmanship and that Lord Furness has accepted the
position vacated. Work is as much in progress as can be
expected in these days, and it is reported that the Ellerman
line has placed an order for a steamship with the firm.
Messrs. Parsons' Marine Steam Turbine Co., Ltd. — The
satisfactory position of this company was evidenced at the
annual meeting, when a dividend at the rate of 10 per cent,
per annum was declared and ;£i7,548 2S. 8d. carried forward.
Messrs. Smiths' Dock Co., Ltd. — This firm are now preparing
a large dry-dock at the Bull Ring, North Shields, to be 530
feet long by 75 feet wide. The contractors are Messrs. Sir
John Aird & Co., the consulting engineer being Mr. J. M.
Moncrieff, of Newcastle.
Ericsson Shipping Co., Ltd. — .\pparently the working
success of the Monitoria, built, as will be remembered, with
corrugated sides, has been satisfactory, as the directors of
the Ericsson Shipping Co., Ltd.. intend at an early date to
build a duplicate vessel.
Blyth. — .\ctivity in BIyth appears to be good. The BIyth
Shipbuilding & Dry Docks Co., Ltd., are busy completing
a merchant vessel recently launched for a Glasgow firm
interested in the wood trade, while from some recent observa-
tions hopes are entertained that Blyth may in the near future
have some relations with an Admiralty scheme concerning
which enquiries have been made.
Wearside.
Sunderland at present is a pitiable sight, as the pinch of
distress which has come upon the wives and families of the
men thrown out of work by the boilermakers' lock-out is
only too apparent. There appears little hope among the
men themselves of an early settlement, as it is known that
contracts are being pushed back as far as possible, and that
some shipyard owners view tlie prospect of stagnation till
at any rate after Christmas with perfect equanimity.
Sir Edward Grey at Darlington. — .\lthough Darlington
is not strictly on Wearside, some words spoken by Sir E.
Grey at tliat place bear so obviously on the present lock-out
that they should be quoted, as reported in the local press : —
" Order and organization are essential to power, but trade
unions can no more carry out their objects without their
chosen leaders than shareholders without their general
meetings. Without order, discipline, subordination and
leaders, trade unions become like a mob, able to wreck, but
not to build up."
Minor Naval Base. — The proposal to establish the Wear
as a minor naval base is being ventilated locally, Mr. J.
Knott, M.P., having put his ideas before the Trade and
Commerce Committee of the Sunderland Corporation, who
have decided to recommend the Town Council to support
the scheme.
Messrs. W. T. Doxford & Sons. — It is reported that this
firm has received an order from a Norwegian firm to build
two boats, each of 8,000 tons capacity, for a new service
between Scandinavia and South .\frica and Australia.
Messrs. J. L. Thompson & Sons. — .\ cargo steamer is, it
is reported, on order from this firm from the Bedouin Line.
Sir James Laing & Sons. — .\ large steamer is on order
from Sir James Laing & Sons from the Buenos .\ircs firm of
Messrs. Nicolas iMihanovich. for the South American trade.
Messrs. S. P. Austin & Son, Ltd. — This firm is building a
steel vessel for a London firm, to carry about 3,100 tons
deadweight, draught about iS feet.
December, iqio. THE MARINE ENGINEER AND NAVAL ARCHITECT.
175
THE TEES AND HARTLEPOOLS.
{From our Own Correspondent.)
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dockyard,
are practically iille owing to the strike. They arc reported
to be in the running for a steamer lor Liverpool owners to
indicate about ^,000 LH.P.
Messrs. W. Harkess & Son are reported to have secured
an order for a small coasting steamer, but the report lacks
confirmation, owing, no doubt, to the unsettled state of
trade.
Messrs. Richardsons, Westgarth & Co. have slackened
off very considerably owing to the state of the ship-yards.
It is reported there are a few enquiries in the market.
Messrs. Smith's Dry Dock Co. are fairly busy, having
several drv-docking and repair contracts on hand, but in
their building departments they are also handicapped with
the unsettled condition of the labour market.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. are slack in the yard, but
It is reported they have two boats to lay down w-hen the
lock-out is ended.
Messrs. Craig, Taylor & Co. are reported to shortly secure
a contract for a cargo steamer for local owners, otherwise
they are very slack, but are expected to have an order to
start with when the lock-out is settled.
Messrs. R. Ropner & Son are slack in the yard. They
are, however, reported to have secured a contract from
Messrs. Watts, Watts & Co., London, to build two medium-
sized cargo steamers, which will be commenced as soon as
possible.
Messrs. Blair & Co. keep as busy as the state of the ship-
building yards will allow. They are reported to be fairly
well off" for orders, but at the moment builders are naturally
very reticent to state anything connected with new work.
West Hartlepool.
Messrs. W. Gray & Co. have had to slacken dow-n very
considerably owmg to the lock-out. They, however, are
reported to have secured the contract to build a medium-sized
cargo steamer of about 5.500 tons deadweight for Messrs.
Needham Bros., local owners ; also a steamer for Messrs.
O. Zuchmann & Co., also of West Hartlepool, and are said j
to have work in hand for two years.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour 1
Yard, are reported to be finishing a steamer for Messrs. I.
A. .A.. Van Mees tS: Co., Rotterdam, which has been bought
during construction, this being the second boat they havq
on hand for this firm. They also have been fairly busy in
the dry-docking department.
The Central Marine Engine Works of Messrs. W. Gray & Co.
are as busy as they can be under tlic circumstances, and
have the contract to supply the engine and boilers for the
two steamers previously mentioned to be built by the same
firm.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., iliddleton
Yard, are reported to have secured the contract to build a
large twin-screw meat boat for Liverpool owners, but other-
wise are slack in the yard, owing to the lock-out, which is
very severe here. They, however, expect to book an order,
for late delivery, for a sister ship to the cargo steamer to be
built for Messrs. Milburn & Lund. Whitby.
Messrs. Richardsons, Westgarth & Co. have recently delivered
the largest set of four evaporators to the La France. During
a test extending over thirty-six hours, the 180-ton normal
capacity evaporators, evaporated as much as 222 tons of
water per twenty-four hours, constituting what is considered
a record, and which reflects the greatest credit to this enter-
prising firm. They are reported to have secured the contract
to supply the engine and boilers for the new boats to be built
by Messrs. Irvine's Shipbuilding & Dry Dock Co., both at
the Harbour and Middleton Yards. This includes the engines
and boilers of the twin-screw steamer to be built under the
superintendence of Messrs. W. Esplen & Sons, Liverpool.
These works, however, are on five-eighths time owing to the
lock-out.
THE HUMBER AND DISTRICT.
(From our Own Correspondent.)
Efficient Circulation of Water in Steam Boilers. — There
was a Very \jVfic attendance of members at the rooms of
the Hull branch of the Marine Engineers' .\ssociation on
15th November, when Mr. A. Ross, F.I.C., F.C.S., lectured
on the above subject. -Mr. A. W. Sommer.scales, ex-President,
was in the chair, supported by Councillor D. Livingstone.
M.E.A., and Vice-President, Mr. Grace. The lecture was of
a most highly instructive and interesting character to marine
engineers. Mr. Ross, speaking with the experience and
knowledge gained by twenty-five years of scientific study
and e.xperiment, was able to throw fresh light and ideas upon
many debatable points, in the circulating of water and its
effects, and particularly upon the course of corrosion in the
boiler. Mr. Ross attributed this as being due to the presence
of air liberated from the water in the boiler, and described
most exhaustive experiments that he had made in proof of
this, expressing his personal opinion that galvanic action
was not the cause. In the case of combustion chamber stays,
the corrosion might be due to heat transmitted by the stay
and the bending action due to unequal expansion ; at the
same time he pointed out that the real cause in many cases
was doubtful. After the lecture a demonstration was given
with glass models of both the Lancashire and Marine type
of boilers, showing the formation of steam -bubble circulation,
the effect of a sudden reduction of pressure, and other points
connected with the Ross Hotchkiss Circulator. Many
questions were asked by the members, and answered fully by
Mr. Ross. Councillor Livingstone expressed his high satis-
faction with the intellectual treat provided, proposing a
vote of thanks to the lecturer and to his agent in Hull, Mr.
Harrison, A.M.I.E.E., for making arrangements and his
assistance in the demonstration. This was seconded by
Vice-President Leetham of Goole, and unanimously carried.
The meeting then terminated with a vote of thanks to Mr.
Sommerscales for presiding.
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.—
This firm is like many other Companies around our coast;
the men being locked out, the yard is nearly at a stand-
still. Repairs have been completed on several local steamers.
The east end of the city is feeling the pinch— shopkeepers,
etc. — through the yard being closed down.
North-East Coast Engineering Works have been fairly
busy on the s.s. Elsbots; in the dry dock which has had
bilge chocks off, faired and refitted, extensive repairs to
bulwarks, and deck and engine-room repairs. The s.s.
Hero is now in the dry dock undergoing heavy repairs ; and
No. 5 water-boat; the s.s. Tees, has been in for general
repairs ; and several enquiries for dry docking steamers
coming to this port have been made.
Messrs. The Hull Central Dry Dock & Engineering Works,
Ltd., have been well employed on the following steamers : —
s.s. Egardian, new stem, deck and engine repairs ; s.s. Rescue,
bottom damage, several new plates, etc., and deck and engine
repairs ; s.s. Edie, bottom damage, several plates removed,
faired, etc. ; s.s. Richard Kelsall, several new plates, deck
and engine repairs ; s.s. Persia, grounding damage, deck
and engine repairs, new winches and derrick gear fitted for
heavy work; s.s. Aislaby. several new plates in bottom,
and other general deck and engine repairs ; s.s. Mineral, new
stem and bow repairs, hull cleaned and painted. Sundry
engine-room and deck repairs have also been carried out on
the s.s. Ryhope. s.s. Heatherside, s.s. Croxdale, s.s. Madeline,
s.s. Westmoor, s.s. Dundee, s.s. Imperial, s.s. Douglas now in
dry dock.
Messrs. Amos & Smith, engineers, .Mbert Dock Works, have
not contracted for any new work, through the lock-out, but
have been kept fairly busy with ship and engine repairs ; ahso
their branch shop at .Alexandra Dock has had a fair amount
of repairs during the month.
Messrs. Woodall & Co., engineers and boilermakers, have
had repairs on eight steamers during the month, both in
engine-room and stokehold. Deck orders for heavy purchase
blocks have kept the works fairly busy, together with a number
of orders from several Corporations and Railways for forgings.
The Company has work in hand up to Christmas.
Messrs. Cooper & Co., Neptune Engine Works, are fairly
busy with repair work on several large steamers, and have
176
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
also booked many orders from foreigners for their propellers.
The branch shop situated at Alexandra Dock has been also
kept well cmploj'ed. The firm's two dry docks in the old
harbour have been well employed with small craft and coasting
steamers.
Messrs. Cochran & Sons, shipbuUders, Selby, have booked
a fairly large number of trawlers for Hull and Grimsby owners,
but owing to the lock-out of boilermakers, work is at a
stand-still.
Messrs. Cook, Welton & Gemmel, shipbuilders, Beverley. —
This firm has been fortunate in securing several orders for
trawlers, but thi.- lock-out makes things at a stand-still.
Messrs. C. D. Holmes & Co., engineers and boilermakers,
have booked several sets of engines, boilers and deck machinery
for Hull and Grimsby owners, but unfortunately the ship-
builders cannot get on with the work through the lock-out of
the boilermakers. The branch shop at the .\lexandra Dock
lias been fairly busy with repairs on several large steamers.
Mr. Thomas Tate, engineer and boilermaker, has had a
fair month on several coasting-steamers for engine and deck
repairs, also work on several oil mills.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{I-'i'oiii nity Own Ci>yycspondciit.)
Dues at Southampton. — .\t the meeting of the Southampton
Harbour Board last month it was decided to approve the
draft bill embodying the clauses asking for Parliamentary
power to charge differential dues according to the draught.
The present dues are id. per ton. and it is not proposed to
increase this for vessels drawing under 30 ft. At present
Southampton is one of the cheapest ports in the United
Kingdom, and even if the increased dues were enforced in
the case say of a vessel drawing 35 ft. of water, the total
dues paid by the vessel at this port would not amount to
as much as she would have to pay at Cherbourg for pilotage
alone. It was decided to dredge the channel to a depth of
35 ft., and the cost of this will amount to about ;£8o,ooo.
Another question which arose was the widening of the channel.
Kt present the width is 600 ft., and it was anticipated that
this would have to be increased up to at least 1,000 ft., which
would involve the expenditure of ;£i 50,000, besides extra
cost in maintenance. By the terms of the Bill it is made
clear that the ships which make this extraordinary expense
necessary will be called upon to provide the money to make
and maintain tlie necessary channel.
Messrs. J. Samuel White & Co., Ltd., East Cowes, I. of W. —
H.M.S. Redpolc. torpedo-boat destroyer, 1909 programme,
ran satisfactory preliminary trials last month, and then
proceeded to Sheerness to complete her official trials. H.M.S.
Ruby, the third vessel of the same class, was launched on
the 4th of last month. This vessel, together with the Redpolc
and Rifleman, have all been put afloat this year. During
the last month a motor pilot-launch for the Madras Port Trust
was completed and despatched to her destination. Work is
now proceeding on various naval steamboats for the British
Admiralty and others.
Messrs. Simpson, Strickland & Co., Ltd., Dartmouth,
S. Devon, have a large amount of work in hand, and are
well employed in all departments. They have six steam-
boats in hand for the British Admiralty ; a 30-ft. launch for
a mail steamer building in the North ; four boats for a yacht ;
a 51-ft. and a 32-ft. steel launch for abroad ; and a 22-ft.
yacht's launch, in addition to various sets of machinery.
Recently they have delivered a very fine 30-ft. steam launch
for the Due de Valencay's s.y. Sagitta, and a 43-ft. launch
for the India Office, and a 45-ft. launch with a very high
speed for a member of the Siamese Royal House. During
last month several repair jobs have been carried out, including
a large amount of work on the steamer Italic, outward bound
to Bombay.
Messrs. Day, Summers & Co., Ltd., Northam Iron Works,
Southampton. — The s.s. Don Carlos recently built for the
Messrs. Leibig Meat Co. proved herself a good sea-boat during
her passage to South America, and has fulfilled the owners'
requirements in every way. The instructional turrets for
Chatham, Devonport and Eastney barracks are in course of
erection, and shipment will be made next month. The p.s.
Lord Elgin is on the slip undergoing conversion from passenger
to cargo vessel. The s.s. Olive was on the slip last month
undergoing extensive repairs, and a large amount of work
was carried out on the s.ys. Niagara and Catania. The coal
elevator despatched to the London Docks in the autumn
continues to do good work and is regularly handling 100 tons
of coal per hour w-ith ease.
Messrs. John I. Thornycroft & Co., Ltd., Southampton. —
H.M. Ships Lame, Lyra, Maitin and Minstrel. — The Lame
has been handed over to the Admiralty, and the Lyra will
follow early this month. The Martin and Minstrel are making
good progress, and the Martin will be launched early this
month. H.M. Ships Acheron and Ariel. — These vessels are
in frame, and the decks will be completed about the middle
of the month. Fire-float Gamma. — The motors were fitted
in November, and work is now proceeding on the pumping
machinery. P.s. Arabia. — This vessel was being dismantled
last month, and will be shipped in sections early this month
to Egypt. Rocklight of London. — The hull of this vessel
has been water-tested, and the motors are now installed.
56 ft. barge for Portsmouth. — The framing of this barge is
completed, and the shell plating, etc., is well forward.
Launches. — The first and second of the 63-ft. motor-boats for
Bagdad successfully completed their official trials last month,
each exceeding the contract speed by about 1 1 knots. The
first two have been shipped, and it is expected that the third
will follow before the end of the year, also the twin-screw
steam launch for the .\mazon will be completed, and shipped
this month. New Orders. — .\n order has been received from
the Governor-General of Bagdad for a stern-wheel passenger-
steamer 120 ft. long, to be capable of a speed of 10 knots
on 21 in. draught. Repair Work. — The repair department
continue to be fully occupied, vessels in hand being the s.s.
Hvalen, s.ys. Rovenska, Liberty, Maund and Erin. Lattice-
bridges for H.M. Ships Vernon I. and ///. and various
troopships.
THAMES.
{From our Own Correspondent.)
The New Port Rates on Goods. — These rates have come
into operation, and a new staff is engaged on the work,
answering enquiries and furnishing particulars as to the
course of procedure to be adopted. Experts from Liverpool
Docks have, it is said, been called in to assist, and this seems
likely, the Mersey having always been put forward as the
model authority. From a return recently published we find
the staff at the difterent docks numbers 11,000 and takes
;^i ,250,000 in wages and salaries. The goods passing through
the docks in a year is valued at ;^ioo, 000,000. .Vs a result
of the first year's working of the new authority, there is a
surplus of ;£57,929. The profits from the river and docks
were ;^742,720, and from warehouses, ^^284.006. .Adminis-
tration expenses amounted to ;^892,347, and interest absorbed
;^8o6,82i, leaving the balance as above stated. The tonnage
cleared was 35,1 5 1 ,799 tons, or an increase on IQ08 of i ,383,200
tons. The developments foreshadowed are put down as
amounting to ;£735,6i i, distributed over the docks as follows :
London and St. Katharines, ;^ 90, 560 ; East and West India,
;£i50,240; Victoria and Albert, ;^265, 652 ; Tilbury, ;£86, 448 ;
Surrey Commercial, ^£89,884 ; Milwall, ;^6i,827 ; and these
are for immediate necessities only. .\s regards the river, the
following works are to be proceeded with : — Albert to Green-
land entrance to Surrey Commercial Dock, a channel 500 ft.
wide by 20 ft. deep at low water spring tides. Greenland
entrance to Thames Tunnel, a channel 500 ft. wide and 16 ft.
deep. ThamesTunnel to Tower Bridge, 500 ft. wide and 14 ft.
deep ; and Tower Bridge to London Bridge, 450 ft. wide and
14 ft. deep. It is seen, therefore, the Authority is beginning
to act. Meantime, that the .\uthority is imposing on im-
ported goods 65 per cent, of the maximum and on exported
goods 25 per cent, is causing some resentment on the part
of merchants and strong protests against these figures.
These payments came into operation on November ist last.
Shipbuilding. — The work at the Thames Shipbuilding and
Ironworks Co. proceeds apace. The first Thames " Dread-
nought " has night and day shifts working on her to get
finished to time, and the rate of progress is sufficient to justify
the certainty of this being accomplished. .\n old-time and
well-known shipbuilding firm, Messrs. R. & H. Green, of
Blackwall. have amalgamated with Messrs. Silley. Weir and
December, iqio. THE MARINE ENGINEER^ND^JAVAL ARCHITECT.
177
Co., Ltd.. and this probably points to further development
in the ship-repairing industry with which the former firm
has been associated with in recent years.
Shipping Companies.— The new service direct to East
Africa is procenliug smoothly, and the third vessel, the
Ghoorka, mailed on November 3rd from London. Another
new vessel has left, the Intaba, the latest addition to Messrs.
J. T. Rennie & Co.'s fleet to Natal and East Africa. This
vessel is some 4,400 tons register, and is constructed on the
Isherwood principle, with holds entirely free of obstruction.
The ship is fitted with the latest form of wireless telegraphy,
giving a range of 400 miles. The New Zealand shipping
Co.'s new vessel, Roturia, sailed for Australia. This ship,
the second of her class, is fitted with combined reciprocating
and low pressure turbines, and is expected to maintain a
speed of 16 knots.
Chamber of Shipping. — It is officially announced that the
Hon. Noel Farren has been elected to the position of Secretary
of this Chamber, to take effect at the end of the year, when
Mr. W. H. Cooke retires. Mr. Farrer has for some years
been associated with the Board of Trade, and was largely
engaged with the schemes which culminated in the present
Port of London Authority as we know it now, and therefore
possesses a knowledge of maritime matters.
Thames Bridge.— On the matter of the new St. Paul's
Bridge, the Corporation and County Council have come to
agreement, so it may be expected that matters in this direction
will proceed somewhat rapidly, the question of trams being
the cause of dispute. In view of the contribution of ;^30o,ooo
by the County Council, this body have decided not to proceed
with the reconstruction of Lambeth Bridge.
Seamen at St. Pauls'. — The annual service has been held at
the Cathedral, and representatives of our seafaring population,
not only of British, but other nationalities, were present,
the seven years since it was first held having, of course,
served to heighten the interest of the event. Besides the
Hon. Sec, Lieut.-Col. Willis, late Royal Marines, there were
present Lord Gorell, Sir E. Fremantle, Sir N. Bowden Smith,
Sir Digby Morant, and Sir George Vyvyan, the Deputy Master
of the Trinity House. Representatives were present from
all the Societies allied to shipping in any form, and Cadets
from Colleges connected therewith, totalling the congregation
up to 4,000, apart from the members of the public in distant
seats. The service was a most impressive one, with a special
choir, and Sir Geo. C. Martin at the organ.
MERSEY AND MANCHESTER SHIP
CANAL.
(From our Own Correspondent.)
IT is pleasant to note that, as predicted in our last report
for the Mersey District, the placing of new work by
the British Admiralty has been fulfilled. Repair and
other work has been fairly brisk in those establishments not
afiected by the lock-out. Work meanwhile is still somewhat
restricted in the works belonging to the Federation, but it is
sincerely hoped that this will soon be a thing of the past.
Messrs. Cammell, Laird & Co. — This firm have now every
prospect of an extended busy period before them, and with
the splendid facilities both in works and docks, which are
always being extended, it is confidently expected that this
port will enhance its fine reputation for the highest class of
merchant and naval work. The Highland Brae ran a very
successful trial on November ist. This, the second
of these fine vessels building for the Nelson Line, is one of
the fleet of nine vessels building for the River Plate trade,
and is evidence of the large additions now being made to the
tonnage of our various steamship lines. Mr. Wm. Boyd,
Managing Director of Messrs. Cammell, Laird's, met with
a serious accident during the trial, falling some 25 or 30 ft.
We are pleased to be able to state that he escaped with only
slight injury and is now making a rapid recovery. The
Highland Brae sailed from the Mersey on November 19th, m
the Company's regular River Plate service. Her two sister-
ships. Highland Loch and Highla^id Piper are making good
progress and are neanng the launching stage. The Argentine
Destroyers are well advanced with their plating, while the
turbine machinery and boilers are nearly complete. Besides
the two British destroyers Lapwing and Lizard an order
for tw^o more similar vessels may be placed ; these vessels
are of the improved .\corn class and will have a speed of 29
knots and will burn oil fuel. It is hoped and also rumoured
that this firm may secure its share of the new battleship
work recently tendered for. It would be very satisfactory
for Birkenhead if such proves to be the case, since this yard
has been so long noted for its Admiralty vessels, including
battleships. The floating dock is making progress, and with
the hoped-for termination of the lock-out, w^ill advance
rapidly. The boats for the Amazon are being plated. An
order for twelve barge frames is being executed for the
Ceylon Wharfage Company of Colombo. These frames arc
being shipped to their destination on completion, and on
arrival out they are built up with teak and made into strong
barges. With their usual consideration for their employees,
this firm, while suffering from the lock-out, are making efforts
to continue employment for as large a number of men in
other departments as possible. To this end the works were
put on short time on November 17th. Messrs. Cammell,
Laird's Sheffield works have recently received large orders,
and a busy time is expected. This has had the result of
causing a demand for both the preference and ordinary shares
of this firm. The steamer Laura has been in graving dock
for repair and overhaul. The second of the four boats for
the Amazon was launched on November 19th. She was
named the Ceara, and will sail for Para within the next six
weeks. An important order for a second-class cruiser of
the improved town class was recently secured by this firm.
This vessel will be built and engined at the new works at
Tranmere Bay. The utmost secrecy is being observed m the
construction and design of this vessel.
Messrs. David RoUo & Sons. — The extensive works of this
firm have been exceiitioiially busy for some time past. The
brass and iron foundries are turning out record weights,
while the boiler-shop, amongst other contracts, has a boiler
installation for the colonies, a marine boiler for the African
Steamship Co. A number of patent vertical donkey-boilers
are also in hand. The Anglo-American Oil Co.'s steamer
Appachec has been in for overhaul and repairs ; the Suliust
has had double-bottom ballast tanks renewed, while the
Harmodius and Laxnhine have had bottom damage repairs.
The International Vanadium Co., Ltd.— The works of this
Company at Garston have been now fully occupied for some
time. Work has been conducted both day and night in
order to fill the large contracts which have been secured in
England and abroad. \'ery large orders have recently been
given for Ferro-Vanadium, the use of which is extending very
rapidly all over the w^orld. The Company have recently com-
pleted' several extensions to their works, now enabhng them
to turn out a very large production of the highest grade of
alloy. This Company are also at the present time producers
on a large scale of Ferro-Titanium, which is growing in favour
amongst manufacturers of steel products, and particularly
of rails.
Messrs. H. & C. Grayson.— This firm have always a large
variety of work on hand in their various yards, and keep
well abreast of the times. Mr. H. M. Grayson has for some
time past looked after the Merseyside interest of Messrs. Silley,
Weir & Co., Ltd.. of MiUwall, and Albert Docks, London,
who have recently amalgamated with Messrs. R. & H.
Green, of Blackwall. On November 9th the second of the
C.P.R. tenders, the Gopher, ran her trials. The sister-boat
Musquash passed through a successful trial towards the end
of October. Amongst others on the trial with Mr. H. M.
Grayson, were Capt. Mowatt, Marine Superintendent C.P.R. ,
and Mr. G. H. Butterworth, Superintendent Engineer C.P.R.
The builders of tlie engines, Messrs. Crabtree, were also
represented. The trials were conducted in the Crosby
channel and were very satisfactory. The dimensions of these
boats are :— Length, 100 ft. ; breadth. 23 ft. ; depth, 13 ft.
I in., and are built to Lloyd's 100 Ai class. There is a cross-
bunker between the engines and boilers. These engines are
of the triple-expansion type, with cylinders 16 in., 26 in. and
42 in., stroke 27 in. Oneboileris of 14ft. 6 in. diameter and
10 ft. 6 in. long. These vessels are very powerful in view
of the increase of the size of the liners. The steamers Cornubia
and Alma have been in the Canning Graving Dock. At
Birkenhead the Latchford has had stern repairs, the tug
Flying Kestrel alterations and repairs, also the steamer
Arnfrid. The committee of the training-ship Indefatigable
have placed the sea-going tender fames S. Ribby in Messrs.
178
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
Grayson's hands for repairs, this vessel having been built
by this lirni. The Dock Board's dredger Walter Glynn is
ill for damage repairs, due to her recent capsize off the Scaforth
Battery. The steamers Locksley Hull and K)iig/it Errant
have also been in for repairs.
The Mersey Docks and Harbour Board. — For tlie twelve
months ending July, 1910,3 total of 24,961 vessels paid dues,
this being i52 more than last year. The total tonnage was
16,654.071. The rates and dues on vessels and goods was
£1,361,694. a decrease of about ;^i,896. In the year 1858
the total tonnage was 4,441,943 and the receipts less than
half a million. Dredging the Bar and Revetment cost
;^ 1 09, 480. The total value of the Mersey Dock Estate,
works, lands, etc., amounts to ,{31,935,949. the sinking fund
being £4,167,280.
Messrs. Lever Bros., Port Sunlighl, — This firm are the
owners of a somewhat unique vessel, vi:., the barque Rcndova,
of 1 ,295 tons reg. She is built specially for the carriage of oil
in bulk and has a longitudinal bulkhead extending fore and
aft and nine transverse ditto, thus giving the ship ten oil
tanks, two cofferdams, and two cargo hatches. A large
donkey-boiler is placed under the fore part of the poop, this
being used to work two sets of pumps capable of discharging
300 tons of oil per hour. The Rendova has recently reached
Liverpool with a cargo of 2,140 tons of cocoanut oil from
Sydney. The passage took 176 days via Cape Horn.
White Star Line. — Mr. Ismay has recently been in Montreal
in connection with this Company's Canadian service. The
Laurcntic and Mcgantic have been so successful that it is
expected that two more vessels of larger size will be put on
the route shortly to give a weekly fast service. Mr. Dargue
is expected to join the Liverpool staff, while his former post
at Naples will be tilled by Mr. S. E. Cruse.
The Cunard Line. — It is understood that this Company have
asked Messrs. John Brown, Ltd., of Clydebank, and Messrs.
Swan, Hunter & Wigham Richardson, of Wallsend-on-Tyne,
to specify for the largest passenger vessel in the world. In
this connection the Clyde Trust are to apply to Parliament for
power to construct a new tidal dock of 32 acres and a new
graving dock 1,000 feet long and no feet broad, which will
be the largest of its kind in Great Britain. This Line's coal
contract has just been placed with the Denaby & Cadcby
Main Collieries ; 5 ,000 tons per week of large steam nuts and
pea nuts will be required. This contract is expected to ensure
full work at the collieries.
NORTH-WEST OF ENGLAND.
(From our Own Correspondent.)
A Gigantic Order. — Messrs. Vickers, Sons & Maxim have
secured probablv the largest order ever given out to any
shipbuilding firm in the world. They have been commissioned
by the Imperial Japanese Government to build a battleship-
cruiser of from 27,000 to 28,000 tons displacement, at a cost
of about £2,500,000. This is a much larger vessel than the
battleship-cruiser now building at Barrow for His Majesty's
Navy, and when the latter order was placed at Barrow,
about a year ago, it was looked upon as the biggest job ever
"iven out to private builders by the British Admiralty.
The order has been placed with the Barrow builders by the
Imperial Japanese .Admiralty as a mark of their high apprecia-
tion of the work done by British shipbuilders for the Eastern
Power, and this may be accepted by the builders as a proof
of the great satisfaction the Messrs. Vickers' Company gave
in the orders executed at the Barrow yard for the Japanese
navy. Admiral Togo's ship during the war was the Barrow-
built battleship Mikasa. which gave an exceedingly good
account of herself, and after she sank in a Japanese harbour
through negligence in opening one of the sea-cocks, she was
floated again some months later on, and so confident were
they of the ship's capabilities that steam was at once got up
and she steamed to a place of safety by means of her own
engines. Since then the Vickers' firm built for the Japanese
navy the battleship Katori, two submarines, and several
other incidental fittings for various types of battleships.
For many years past Japanese officials, and Japanese work-
men, have been engaged at the Barrow works in connection
with orders which have been passing through. The intima-
tion has been publicly made that the conditions under which
the battleship-cruiser have to be built are those of absolute
secrecy as to all the details of her construction. It is believed
she will be about 750 ft. long, or 50 ft. longer than the Lion
and the Princess Royal. It is evident the Japanese Govern-
ment intend to keep in the forefront of naval construction.
In their newest vessel they have gone one better than the
British Admiralty, and doubtless later on we shall hear
that ships have been designed by ourselves that are to outvie
anything afloat or in course of construction. Such is the
trend of modern warship design. It goes without saying
that this order, with other very important work in hand
af the Barrow yard, will make this establishment very busy
for some time to come.
Another British Order. — The Admiralty have placed the
order with the Messrs. Vickers' Company for the construction
of a salvage steamer in connection with the British submarine
flotilla, which has been almost wholly built by this Company.
It is thought probable that a sister-ship will be needed,
seeing that the submarines now afloat are stationed at
different ports on the coast line.
New Enterprise. — The Messrs. Vickers' Company have
determined to construct a new deep-water wharf on the
Barrow side of Walney Channel at which the largest vessels
yet designed or in future to be designed can be fitted up
ready for service. The dockgates at Barrow admit vessels
up to a width of 100 ft., but modern construction is going
beyond this width, and hence the necessity of either putting
a new and wider entrance into the docks at Barrow or provid-
ing a channel wharf. The latter course is to be adopted,
and the berth will be dredged to a depth of about 30 ft.
at low water. It is also probable that the channel from
this berth out to sea, a distance of about four miles, will
have to be dredged so as to ensure the safe ingress and egress
of the largest vessels at high water, and so also to ensure
the creation of Barrow into a deep-water port. This is a
big enterprise, but it is regarded as essential in the interests
of the Vickers' Company and the growing size of modern
ships of war and modern mercantile steamers.
Work in Hand. — Messrs. The Vickers' Company have now
their hands well filled with work, and yet they are always
negotiating for new business. They have now a British
battleship-cruiser in course of construction, a Japanese
battleship-cruiser, two of the Town class of cruisers, a sub-
marine salvage steamer, and several submarines for the British
Admiralty, a Chinese cruiser, and other smaller incidentals
of shipbuilding. In the engine-works they are more crowded
with big and small orders than they ever were. They are
looking forward to many years of brisk trade.
Maryport. — \ coasting steamer, launched by Mr. William
Walker at Maryport in October, has been sold to Messrs.
T. W. Ward, Ltd., Sheffield, She is steel built, of the highest
cla.ss at Lloyd's, and is 430 tons, 125 ft. long, 25 ft. broad,
and 1 1 ft. 5 in. deep. She will be engined at Glasgow, by
Messrs. Ritchie,
Haematites. — The demand for haematite iron has fallen off
considerably, and prices are lower at 65/6 for Mixed Bessemer
Nos. nett f.o.b.
Shipping. — Shipping is only moderately employed. Freights
are not satisfactory. Coal and coke in smaller consumption.
The Turin Exhibition. — The Board of Trade Committee
appointed to consider the advantages to be derived by
British manufacturers from exhibitions, to advise and en-
courage exhibitors, we note has confidence in the promotion
of the Turin Exhibition, and there is a likelihood that Britain
will be well represented. The unfortunate fires, which
created not only damage but general uneasiness at the
Brussels Exhibition, as probably due to malevolence, have
been instrumental in rousing the special attention of the
authorities in order to safeguard the interests of exhibitors
and visitors alike by making special provisions for prevention
and more adequate means to cope with fires, should any
occur. We are to be well provided with exhibitions next
year, as in addition to those at Turin, Shepherd's Bush and the
Crystal Palace, that at Glasgow will ]irnlinbly ])rove very
attractive.
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT.
179
LAUNCHES AND TRIAL TRIPS.
LAUNCHES-Lnglish.
Endcliffe. t)ii October 19th, Mr. William Walker, of
.Maryport, launched a steel screw steamer Endcliffe to the
order of Messrs. Thomas W. Ward, Ltd., Sheffield. The
dimensions are: — Length between perpendiculars, 135 ft.;
breadth, moulded, 25 ft. ; depth moulded, 11 ft. 5 in. She
will be fitted with C.S.C. engines by Mr. James Ritchie,
Glenavon Engine Works, Partick, Glasgow, having cylinders
17 in. and 36 in. by 24 in. stroke ; Boiler 12 ft. 6 in. diameter
by 9 ft. 6 in. long by 130 lbs. working pressure. The vessel
is built to the highest class at Lloyd's, and is intended for the
general coasting trade.
Sir Arthur. — On November ist, there was launched from
the shipbuilding and repairing establishment of Messrs. S. P.
Austin & Son, Ltd., the steel screw steamer Sir Arthur, of
3,100 tons deadweight capacity, to the order of Messrs. Wm.
Cory & Son, Limited, of London, and the twenty-first
vessel constructed for the same owners. She will be classed
100 A I in Lloyd's Register, under special survey, and the
arrangement of water ballast, hatchways and auxiliary
machinery, also accommodations, are adapted to the owner's
special requirements for their own coal trade. The machinery
will be supplied by Messrs. George Clark, Ltd. A Cochran
(.\nnan) donkey boiler with patent seamless furnace has
been supplied and htted.
Bury. — On November 3rd, there was launched at Hull the
steamer Bitiy, which has been built to the order of the
Great Central Railway Company for its passenger and cargo
service between Grimsby and Hamburg. The principal
dimensions are : — Length, 265 ft. ; breadth, 36 ft. extreme ;
depth, iS ft. 6 in. moulded. She is of one-deck type,
with poop, long bridge and topgallant forecastle, and has
ample accommodation for passengers. The machinery will
consist of a set of triple-expansion surface-condensing engines,
having cylinders 22, 35 and 60 inches by 42 inch stroke,
indicating about 2,000 horse-power. Steam will be supplied
by two large cylindrical boilers, working at a steam pressure
of I So lb. per square inch.
Watermouth. — On November 15th, Messrs. Richardson,
Duck A Co. launched from their yard a steel screw steamer
of the following dimensions : — Length overall, 393 ft. 6 in. ;
breadth extreme, 50 ft. ; depth moulded, 28 ft. 11 in., with
a deadweight carrying capacity of 7,500 tons. This vessel,
which has been built to the order of Messrs. Anning Brothers,
of Cardiff, will class 100 Ai in Lloyd's Register, and has been
built under special survey. She is a single-deck steamer
with wide spaced channel frames. Steel centre division is
fitted in holds, in which there are no beams nor quarter
pillars. Vessel has cargo poop, bridge amidships, and top-
gallant forecastle, with very large hatches to expedite the
loading and discharging. Special accommodation for captain ,
officers and engineers is provided in steel deckhouses on bridge
deck, petty officers and apprentices being berthed under
bridge at after end, and crew in topgallant forecastle. -A
cellular double bottom for water ballast is fitted throughout
except under boilers. Vessel has also peak tanks, and
equipment includes seven steam winches, e.xhausting into
contraflo winch condenser ; large horizontal multitubular
donkey boiler, fourteen derricks, steam windlass with quick
warping ends, steam-steering gear, etc., etc. The engines,
by Messrs. Blair & Co., Ltd., have cylinders 25 in., 42 in.,
68 in. by 45 in. stroke, steam being supplied by two extra
large single-ended boilers, having a working pressure of 180
lbs., and fitted with Howden's forced draught.
Wearbridge. — On November 17th, Messrs. The Northumber-
land Shipbuilding Company, Ltd., launched from their yard
at Howdon-on-Tyne a finely-moulded steamer built to the
order of Messrs. Crosby, .Magee & Co., of West Hartlepool,
for Messrs. The North of England Steamship Company, Ltd.
The vessel is 371 ft. long by 49 ft. beam by 29 ft. 4^ in. deep,
and has been built under special survey to the highest cla.ss
at Lloyd's. She is fitted with long bridge, long poop, top-
gallant forecastle, the accommodation, which is very ample,
being placed in steel houses on bridge deck. Special attention
has been paid to the loading and discharging gear, and a
complete outfit for the rapid handling of cargoes arranged
for, consisting of eight steam winches by Messrs. Clarke,
Chapman & Co., Ltd., Gateshead-on-Tyne, a large number
of cargo derricks, and steam windlass by Messrs. Emerson,
Walker & Thompson Bros. She is fitted with the usual
water ballast arrangements for light passages. The machinery
will be supplied by Messrs. Richardsons, Westgarth & Co.,
Ltd., Sunderland, consisting of engines with cylinders 25 in.,
41 in. and 69 in. by 48 in. stroke, three boilers with 180 lbs.
pressure. The vessel will carry about 7,200 tons on a light
draught and steam about 10 knots loaded at sea.
AntiCOSti. — On November 1 7th, Messrs. Short Brothers, Ltd.,
launched from their shipyard, Pallion. Sunderland, the s.s.
Anticosii. built to the order of Messrs. E. F. & W. Roberts,
of Liverpool. This steamer has been specially designed to
be chartered for carrying coal for the Dominion Coal and Iron
Co., of Sydney, C.B., with arrangements so that the cargo
and bunkers will be entirely self-trimming. She is built on
the Isherwood system to take Lloyd's highest class, and her
leading dimensions are ; — Length, 389 ft. ; beam, 52 ft. ;
and depth moulded 30 ft. 9 in. Water ballast is carried
throughout the double bottom, in fore and after peaks, and
in wing tanks, the full length of holds and engine spaces
amounting in all, to about 2,500 tons. Ten large cargo hatches
are fitted with steel hinged covers. The discharging arrange-
ments are very complete, six derricks being fitted to each
mast and eight Samson posts with twelve derricks, worked
by eleven steam winches. Accommodation for officers, with
saloon neatly panelled in oak, is fitted in steel house on for-
ward bridge, with captain's room and office above. The
chart and wheel-house is placed on top of captain's house,
with flying bridges on tops of saloon and captain's house.
The engineers are berthed in houses alongside of casing, and
crew in topgallant forecastle. A sanitary service is installed
throughout the officers' and engineers' accommodation.
Steam windlass, steam-steering gear in engineroom controlled
from wheelhouse and connected to quadrant by rods and
chains, and steam ash hoist will be supplied. The propelling
machinery will be fitted by Messrs. The North-Eastern Marine
Engineering Co., Ltd., Sunderland, and consists of engines
with cylinders 26 in., 44 in. and 73 in. diameter and a stroke
of 48 in., driven by three large multitubular boilers, working
at 180 lbs. pressure, and fitted with Howden's system of
forced draught. To enable the large quantity of water-ballast
to be expeditiously handled, two large ballast pumps are fitted,
capable of discharging 300 tons per hour. Whilst under
construction, the hull and engines have been under the super-
vision of Messrs. Atkinson & Young, of Liverpool, and Captain
Davies, of New Quay, the owners' superintendent.
LAUNCHES— Scotch.
Strathardle. — On October 24th, Messrs. Archd. McMillan
and Son, Ltd., Dumbarton, launched the steel screw steamer
Strathardle. the last of four vessels ordered from them by
Messrs. Burrell & Son, Glasgow. The vessel is of the following
dimensions ; — Length, 390 ft. ; breadth, 52 ft. 3 in. ; depth,
28 ft. She is constructed with clear holds, and large water-
ballast capacity is provided in cellular double bottom, aft
peak and in a deep tank amidships. The appliances for
the rapid handling of cargo include twelve derricks and ten
powerful steam winches. The machinery is being supplied
by Messrs. David Rowan & Co., Glasgow, and both vessel
and machinery have been built under the special survey of
the British Corporation Registry for their highest class.
The steamer has been built under the supervision of Mr. James
C. Stewart, the owners' superintendent.
Cabral. — On October 27th, there was launched from the
yard of Messrs. Napier & Miller, Ltd., Old Kilpatrick, the
steel screw steamer Cabral, built to the order of Messrs. Jas.
Pollock, Sons & Co., Ltd., London. The dimensions of the
vessel are : — Length, 174 ft. 6 in. ; breadth, 35 ft. ; depth,
9 ft. 3 in., with a gross tonnage of about 480 tons, built under
the rules of Lloyd's Register for service on the River Amazon.
The vessel is rigged as a two-masted schooner, has main
promenade and awning decks. .Accommodation for forty
first-class passengers has been provided amidships in state-
rooms on promenade deck. The captain and officers are
berthed in house on bridge, accommodation for engineers
being provided for on the main deck. The vessel, which is
intended for the passenger and .cargo trade on the river
.\mazon. has been fitted with refrigerating plant with cold
storage chamber, electric light, steam windlass, steam-steering
gear and two steam winches. The machinery is being
i8o
THE MARINE ENGINEER AND NAVAL ARCHITECT. December, 1910.
supplied by Messrs. Miller & Macfie, Ltd., Glasgow, and
consists of compound engines, and one large mam boiler
and donkey boiler. During construction the vessel has been
under the supervision of Mr. Murray, the owners' representa-
tive.
TintO. — On November 3rd, there was launched at Dundee
a steel screw cargo steamer, which has been built to the order
of Messrs. Thos. Wilson, Sons & Co. (Limited), Hull. The
vessel is specially designed for the general cargo trade. She
is 2go feet long, and has four steam winches and double
derricks for the rapid handling of cargo. Water ballast
is provided in the fore-and-after peaks and in the cellular
double bottom under the engines and after-hold. The
vessel will be fitted with two boilers and triple-expansion
engines of good pcnver.
Bucket Dredger. — On November 7th, Messrs. Wm. Simons
ami Co., Ltd., of Renfrew, launched from their yard, complete
and ready for work, a powerful twm-screw bow-well barge-
loading bucket dredger, which they have constructed to the
order of the Canadian Government, and which has been under
Lloyd's rules for their \i steel dredger class. The dredger
is fitted with two sets of compound surface-condensingengines,
each driving its own propeller, steam being supplied by two
steel multitubular boilers constructed to Lloyd's require-
ments for 120 lbs. working pressure. Suitable clutches are
provided for engaging to and from the propelling and dredging
machinery. The dredging wheel gearing is of very strong and
massive construction. Each set of engines is arranged to give
two speeds of buckets, so that either set of engines is available
for driving the dredging gear irrespective of whether the
material is of a hard or soft nature, a constant piston-speed
being always maintained. The bucket ladder which is con-
structed of the best form of girder work in accordance with
the builders' latest practice, is designed for dredging her own
flotation and to a depth of 50 feet below water-level. The
bucket dredging capacity will be from 1,000 to 1,200 tons
per hour. Steam hoist gear, fitted with the builders' friction
arrangement, is provided for controlling the bucket ladder.
The engine-room fittings include all the latest appliances for
a vessel of this type. Spacious and very comfortable quarters
are provided for the olticers on a special deck aft, and comfort-
able and commodious quarters are provided forward for the
crew. The vessel is fitted with a complete electric light
installation, including search-light at bow, so that the vessel
can work day and night. Refrigerating plant for cold storage
is also fitted up on board.
LAUNCHES— Irish.
AscaniuS. — On October 2gth, Messrs. Workman, Clark and
Co., Ltd.. of Belfast, launched from their North Yard the
second of three vessels being built and engined by them for
the well-known Blue Funnel Line, owned by Messrs. Alfred
Holt & Co., Liverpool. The new vessel is named Ascanius,
and like her sister vessels, the /Eneas, which is now ready
for commission, and the Anchises, which will be launched
shortly, she is intended for a new service of steamers which
this well-known firm are establishing between Great Britain
and Australia. The Ascanius is 509 ft. in length, with a
gross tonnage of about 10,050, and complies with the require-
ments of the British Board of Trade for a first-class passenger
certificate. In designing the vessel special attention has
been given to the arrangement of the passenger accommoda-
tion, which is arranged for first-class only, and occupies the
midship portion of three decks. The private state-rooms
throughout are all exceptionally large and airy, and the public
rooms include a handsome and well-lighted dining saloon, a
comfortable nursery for the children, a drawing-room, and
a large smoke-room. .A complete installation of electrically-
driven fans has been installed. The sanitary arrangements
throughout are of the most modern character, while the galleys
and pantries will be replete with all the latest culinary
appliances. Other features arranged for the convenience of
the passengers include a laundry with modern machinery,
a hairdresser's shop, and a baggage and parcel room, while,
by an installation of wireless telegraphy, the vessel will be
able to keep in touch with passing vessels. The cargo space
is divided into six spacious holds, free of obstruction and
capable of receiving the largest type of consignments. One
of these holds, together with the after 'tween decks, has been
carefully insulated and prepared for the carriage of frozen
meat, fruit and dairy produce. For the preservation of
this cargo, and the stewards' perishable stores, an extensive
plant of refrigerating machinery on the carbonic anhydride
system has been arranged. For the speedy loading and dis-
charging of the vessel, two and three steam winches with
the necessary derricks are provided at each of the hatch-
ways, which have been made extra large. The propelling
machinery includes two sets of carefully-balanced triple-
expansion engines, with all the latest improvements in auxi-
liaries, and three large double-ended steel multitubular
boilers working under forced draught.
Arankola. — On November 2nd, at high water, Messrs.
Workman, Clark & Co., Ltd., of Belfast, launched from their
South Yard a new twin-screw steamer to the order of Messrs.
The British India Steam Navigation Co., Ltd. The new
vessel has been named Arankola, and is 404 feet in length,
with a gross tonnage of about 4,550. Accommodation for
about fifty first-class passengers is provided in commodious
state-rooms arranged for one, two and three persons, and for
about fifty second-class passengers in large three-berth
rooms, all on the shade deck. The first-class public rooms
include a spacious and well-lighted dining-saloon, a tastefully-
furnished social hall, and a comfortable smoke-room on the
promenade deck, while the second-class passengers have a
comfortably-furnished dining-saloon on the shade deck, and
special attention has been given to the ventilation of all parts
of the passenger accommodation. The cargo space is divided
into three holds, each of which is provided with a large
hatchway equipped with winches, derricks and the necessary
gear for expeditiously handling a full general cargo. The
Arankola will be propelled by two independent sets of quad-
ruple-expansion engines, carefully balanced to minimise
vibration, and having all the most modern improvements and
au.xiliaries, steam being supplied by six large steel boilers of
cylindrical, horizontal, multitubular type, working under
an approved system of forced draught. The construction
of the vessel has been earned on under the special supervision
of Lloyd's Surveyors to qualify for the highest class in their
Registry, while the requirements of the British Board of
Trade for a first-class passenger steamer are also fully complied
with.
TRIAL TRIPS.
Rotorua. — Speed trials were recently run on the Firth of
Clyde by the new " combination " steamer Rotorua, which
has been built by Messrs. William Denny tt Bros., Dumbarton,
for the Union Steamship Company, of New Zealand. The
trials were thoroughly successful, a mean speed of 1 5 '7/
knots being attained. The Rotorua is 4S4 ft. in length, and
is the second ship belonging to the Company's fleet to be
fitted with a combination of turbines and reciprocating
engines. The first vessel, which was also the first ship of
the type, was the Otaki. The Rotorua has accommodation
for 52 first-class, 72 second-class, an<l 410 third-class passen-
gers. She will be able to carry 105,000 carcases of sheep
in specially insulated holds.
Strathan. — The new steel screw steamer Strathan, the
third of four vessels ordered by Messrs. Burrell & Son, Glasgow,
from Messrs. Archibald M'Millan & Son, Dumbarton, has run
trials on the Clyde, attaining a speed of I2i knots. The
machinery, which was supplied by Messrs. David Rowan
and Co., Glasgow, worked in a very satisfactory manner.
For Launch see October issue.
Explorer. — The new steamer Explorer, built for Messrs.
T. i\: J. Harrison, Liverpool, by Messrs. Chas. Connell & Co.,
Scotstoun, and eugined by Messrs. Dunsmuir A: Jackson,
Govan, recently carried out official trials. A mean speed
of 14 knots was obtained on the measured mile, the engines
running seventy-seven revolutions per minute and developing
4070 indicated horse-power. On completing her trials the
vessel proceeded on a voyage to Galveston. Messrs. Matthew
Keenan & Co., Ltd.. had the contract to cover all the boiler
and steam pipes on board. For Launch see October issue.
Bore. — On October 21st, the s.s. Bore, of about 2,200 tons
deadweight, built by Messrs. The Campbeltown Shipbuilding
Company for The Stockholnis Rederiaktiebolag Svea, Stock-
holm, ran her official trials on the Clyde with entirely satis-
factory results, and an average speed of over 1 1 knots was
attained. The Bore is a vessel of the well-deck type, having
December, 1910. THE MARINE ENGINEER AND NAVAL ARCHITECT. 181
raised quarter-deck, bridge and topgallant forecastle. Her
machinery has been supplied by Messrs. J. G. Kincard & Co.,
Ltd., Greenock, and consists of triple-expansion engines, with
two large main boilers, working at i8o lbs. pressure. She
is fitted with electric light, Welins' patent davits, Mannes-
mann patent steel derricks, and is otherwise specially arranged
throughout for the general trade of the Company.
Gloucestershire. — On October 22nd, the s.s. Gloucestershire,
built bv Messrs. Harland & Wolff, Ltd.. to the order of Messrs.
Bibby Bros. A Co., Liverpool, for their eastern trade, left
Belfast harbour. Mr. Arthur W. Bibby crossed in the vessel,
also Lord and Lady Pirrie. Mr. Ramsay (superintending
engineer), and Mr. Richard Hall (chief engineer), under whose
inspection the vessel and machinery have been built. Capt.
G. H. Harris was in command of the vessel. For Launch see
.\ugust issue.
Star of India. — On October 26th. the new steel twin-screw
steamer Star of India, the latest addition to the Star
Line fleet of steamers owned by Messrs. J. P. Corry and
Co., of London, left Belfast Harbour and proceeded
down the Lough for adjustment of compasses, after
which she underwent her speed trials over the measured
mile course. The results attained were highly satisfactory,
and the vessel subsequently left for Barry to take in coal,
preparatory to leaving on her initial voyage to Australia.
For description of Launch see November issue.
Intaba. — On October 29th, this steamer, the largest ever
built in .\berdeen, and the first which has been constructed
under Board of Trade inspection for passenger service, has
been completed by Messrs. Hall, Russell & Co., Ltd., to the
order of Messrs. John T. Rennie, Son & Co., of London and
Aberdeen, and was taken for trial at sea. Mr. G. H. Rennie.
the senior of the owners' firm, was on board with a party of
friends and was accompanied by Mr. Johnson, representing
his firm of consulting engineers. A most satisfactory trial
trip was made, after which the vessel proceeded south to take
up her duty. For a description of the Launch see October issue.
yEneas. — On November ist, the /Eneas, the first of
three vessels under construction by Messrs. Workman, Clark
and Co., for Messrs. Alfred Holt & Co.'s Blue Funnel Line,
left the builders' yard and went down the Lough for adjust-
ment of compasses. After the trial, which was thoroughly
satisfactory in every way, the vessel proceeded to Glasgow
to load. For description of the Vessel and Launch see October
issue.
Hova. — On November 2nd, the steel screw steamer Hova,
built by Messrs. The Northumberland Shipbuilding Company,
Ltd., Howdon-on-Tyne, to the order of F. S. Holland, Esqr.,
left the Tyne for her official trial trip. This vessel is of the
'tween deck type, and is over 390 ft. long by 49 ft. beam,
and has been built under Lloyd's special survey to obtain
the highest class, and is designed to carry 7,500 tons on a
light draught. She is arranged with poop, long bridge and top-
gallant forecastle, and has water-ballast providid in the cellu-
lar double bottom and after peak. She is fully equipped
with all necessary appliances in the way of deck fittings and
machinery to facilitate the loading and discharging of cargo,
the accommodation, which is very ample, being placed in
steel houses on the bridge deck. 'The propelling machinery,
which has been constructed by Messrs. The North-Eastern
Marine Engineering Co., Ltd., Wallsend and Sunderland, at
their Northumberland Engine Works, Wallsend, consists of
a set of the latest type of triple-expansion engines, having
cylinders 25 in., 41 in.. 69 m. by 48 in. stroke, the steam being
supplied by three large steel boilers working at a pressure
of 180 lbs. per square inch. The trial trip proved in every
way satisfactory. After the trial the vessel was taken to
Tyne Dock to load for Italy, under the command of Captain
Ross.
Harpallon. — On November 10th, the handsome steel screw
steamer Harpalion, built by Messrs. Wm. Gray & Co., Ltd.,
to the order of Messrs. J. & C. Harrison, Ltd., London, was
taken to sea for her trial trip. The hull and machinery
have been constructed under the superintendence of Mr.
Wm. Crandell, the superintendent to the firm, and that
gentleman, together with Mr. Graham, witnessed the trial
on behalf of the owners. An average speed of 13 knots was
maintained, and the performance of ship and machinery
was entirely satisfactory. After the trial the vessel proceeded
on her voyage to Cardiff to load. For description of Vessel
and Launch see November issue.
Steel Tug. — This tug is 5 1 ft. by 1 1 ft. by 7 ft. 4 in. from
keel to pilot deck, and has a draught of about 4 ft. 6 in., and
has been built by Mr. Edward Hayes, Stony Stratford, for
service in North Africa, and is a duplicate of many others
sent out there by Mr. Hayes. Four bulkheads are fitted and
the steel floors arc extra deep to give strength in case of
grounding, and to minimise vibration. The main engine is
a " Hayes " standard C.S.C., of open front type, having
cylinders 8 and 16 inches by 10 inch stroke. .Automatic
lubrication and water service are both fitted. The air,
circulating, feed and bilge pumps are worked off the l.p.
crosshead, with long rocking levers. The boiler is of the
marine return-tube type, built under Lloyd's Survey for
120 lbs. w.p. The bilge ejector and auxiliary feed-boiler
pump are of the most efficient type. The pilot house is of
teak of specially strong structure. The trial trip was carried
out in very rough weather, nothwitstanding which the average
speed made was 12 miles. The trial was conducted by Mr.
.\rthur Hayes.
BOARD OF TRADE EXAMINATIONS.
1910.
Nov.
Extra First Class.
3rd — Aitken, J.
3rd — Austin, J.
3rd— Berry, C.
3rd — Bond, G. E
3rd — Currie, A
3rd — Evans, W.
3rd — Grieve, C. J K.
3rd — Macdonald, N. C.
3rd — Proudfoot, H.
3rd — Staines, S. E.
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Ex iC
Leith
Glasgow
N Shields
Liverpool
Glasf^ow
Liverpool
Hull
N. Shields
Glasgow
London
Note — iC denotes First Class : 2C Second Class.
September 29th
Atkinson, T. K. iC
Bagshaw, J. C iC
Baird, R W. .. iC
Billett, R. W... 2C
Black, R 2C
Brown, W. J. . . 2C
Caldwell, P. . . 2C
Campbell, H. . . 2C
Davies, E. T, . . iC
Davies, J. L. . . 2C
Dongan, W. C. 2C
Drewrv, H W. 2C
Fothergill.F.M. 2C
Freeman, J G. 2C
Galloway, J. K, 2C
Hargrave, W. T iC
Harvey, W. H. 2C
Hodgson, P. B. iC
Hume, J D. . . iC
Jacks, H. N. .. 2C
Jeffrey, W iC
Jones, T. E. . . 2C
Law, H S iC
Mackay, T. S. . . iC
M'Crea, J. A. .. 2C
Porteons, J 2C
Price, M. L. .. 2C
Robertson, D. . . 2C
Rowlands. H.T. iC
Slade, H H. . . 2C
Smith, C. S. . . 2C
Snowden, A. . . iC
Stewart. A. M. 2C
Truscott, J.J... 2C
Tunstall. F . . iC
Welch, H. .... 2C
, 1910.
Liverpool
Liverpool
Greenock
London
Greenock
N, Shields-
Liverpool
N. Shields
Liverpool
Hull
Liverpool
London
Aberdeen
Hull
Liverpool
London
Hull
Hull
N. Shields
Liverpool
Sunderl'd
Bristol
Sunderl'd
Greenock
Greenock
Greenock
Liverpool
Greenock
Hull
Bristol
Sunderl'd
Sunderl'd
Greenock
Bristol
Sunderl'd
London
October 6th.
Abraham, W.B. iC South'ton
Aggett, W. C. A. iC Cardiff
Askew, E. B. .. iC Liverpool
Auchterlonie, R. iC Leith
Baird, G. B. . . 2C Glasgow
Borland, John. .
Brice, E
Clark, C. H ..
Cooke, Fred . .
Cox, H. H ....
Cramond, J. S.
Donkin. D, D.
Eraser, W. H
Griffiths, S.WH.
Hav. J.S
Hornby, W. R.
James, CD, . .
Kneale, W
Lloyd. T. N. ..
Macnee. CM.
Mail, ME
M'Millan, D. C
M'Murrick. R.
M'Neilly, W. ..
MoUer, t. R. B.
Murray. W
Petrie, DC. ..
Pickering, E. , .
Powell, A
Reid, W
Revington,W D-
Rowney, F. H.
Shaw, R H. ..
Simeonidis, S.
Smith, D
Stevenson, R. . .
Sumner, B. S.. .
Taylor. D
Teasdale. M , . .
Thomas, WE. A.
Thomas, W. H.
Urquhart, D.W,
Wilson, A. M...
Woodward, T,G.
2C Glasgow
2C Cardiff
iC N. Shields
iC Cardiff
iC London
iC Leith
iC N Shields
2C London
2C Liverpool
2C Belfast
iC Liverpool
2C Cardiff
iC Liverpool
2C Cardiff
2C Leith
2C N. Shields
iC Glasgow
iC Glasgow
2C Belfast
iC N. Shields
2C Glasgow
iC Leith
iC N. Shields
2C Cardiff
iC Glasgow
2C London
iC Cardiff
iC Liverpool
2C N. Shields
2C Glasgow
iC Liverpool
2C Liverpool
iC Leith
2C Glasgow
iC Cardiff
2C Cardift
2C Leith
iC London
2C Liverpool
October 13th
Blamey, F. J. .. iC Liverpool
Bridson, R. H. 2C Liverpool
Brown, W. N. 2C N. Shields
l82
THE MARINE ENGINEER AND NAVAL ARCHITECT. Decemb£R, 1910.
Board of Trade Examinations — continued.
Cawood, E iC Hull Grose, F, J. . . 2C Bristol
Ferguson, W.M. iC Greenock Harrison, J. T. iC Hull
Fleming. C. P. iC Dundee Hauff, K iC Sunderl'd
Goddard,J.A. 2C London King, J. W iC N. Shields
Hughes, C. L. .. iC London Laycock, W. . . 2C Hull
Hutchins,C L.H 2C Liverpool Lennon. E. M. iC N. Shields
Lamberd, G. .. iC N. Shields Marshall. J. S. 2C Hull
Latus, H. J 2C Hull Miller, J. T. .. iC N, Shields
Macintosh, A... 2C London Miller. T. F. .. iC Greenock
Martin, F. R. ..iC Liverpool Mitchell, T. . . iC Greenock
Meldrum, R. .. 2C Dundee Morris, J, J .. iC Liverpool
M'Kenzie, A. C. iC Greenock Murphy, T iC Liverpool
Mullen. A iC Greenock Oliver, W. T. . . iC Greenock
Parry, J 2C N. Shields Patterson, C. . 2C N, Shields
Peacock, J 2C N. Shields Pitt. E iC Hull
Ramsay, W. .. iC Greenock Pollock, D. F. iC Greenock
Ray. D. R iC London Price. E. F. . . 2C N. Shields
Taylor. J 2C N Shields Ridler. Percy .. iC Bristol
Th'irkell, R. F. 2C Liverpool Skagen, B iC N. Shields
Webb, T. H. . . iC London Slack, C.J 2C Liverpool
Webster, J. S.. I C Hull Steel, T 2C Greenock
Swinson, G. A. 2C Sunderl'd
r-.„.„K„,. ,„.!, Teasdale, ] iC N. Shields
October 20th. ^, At ,- t ■ 1
Thomas, M. J. iC Liverpool
Baxter, R. P. . . 2C Leith Thomas, O D. 2C Liverpool
Bradshaw. L. P. iC Liverpool Thomson, J. L. iC Greenock
CroU, A. M'A. 2C Glasgow Tweedlie, A. S. iC Greenock
Cross, J iC Liverpool Vickers, A. E.. . iC Hull
Gumming. J. H. iC Leith Walker, W iC Greenock
Drew. R. J 2C Plymouth Wilkinson, L .. 2C N. Shields
Drummond,J.N. 2C W.Harfl Williamson, D 2C N. Shields
Eraser, A iC Glasgow Winton, E iC Sunderl'd
Hall, G W. . . 2C Liverpool
Hfney, W.J. . . iC Cardiff November 3rd.
Hindle, J. T. . . 2C Liverpool ^
Hugh, L. R. ..20 Cardiff Barnett, T. W. iC Cardiff
Hughes, W. A. iC Barrow Barrass, S iC N, Shields
Hunter, C. N .. 2C Glasgow Best, H. C iC Liverpool
lliff. G iC Cardiff" Birnie, J iC London
Jackson, E. G iC N Shields Bradbeer, E. .. iC N. Shields
Jones, H O. . . iC South'ton Cairns, J 2C Leith
Jones, R. E. .. iC Liverpool Charlton, W. D, 2C N. Shields
Lafrenais, C. . . 2C Cardiff Craig, David .. 2C Leith
Leigh, B. J 2C W Hart'l Dadds I L. .. 2C Cardiff
Liley, W. G. .. iC Cardiff Dupres. J. W... 2C London
Lyne. W.S. L. iC Liverpool Elsdon. J. W. .. iC N. Shields
Macleod, J. M. 2C Glasgow Ferguson. J. W. 2C Glasgow
Martin. F. E. .. 2C South'ton Forbes. W. K. iC Leith
Mav. W. S iC London Gemmell. G. . . 2C Glasgow
M'Nally. S, J. 2C Liverpool Hallet. G. N. .. iC Cardiff
Parker. B. J. .. iC South'ton Harrison, E. C. 2C Cardiff
Redfern, D 2C Leith Harrison, T. . . 2C N. Shields
Rees, AC iC Cardiff Hauxwell. L, .. iC Belfast
Simpson, A. E. iC Glasgow Hill. F, H iC N. Shields
Small, W iC Leith Hopgood, B. E. iC Cardiff
Stopforth, .. 2C Liverpool Hughes. G. L, 2C Cardiff
Story. T. R. ..2C W.Harfl Kennard.J.E. 2C Cardiff
Swanwick, L. T. 2C W. Hart'l Kerr. J , D iC Glasgow
Taylor. G. D.. . iC N, Shields Leonard. F 2C Liverpool
Thomson, T. .. iC Barrow Lloyd, J, A. . . 2C Cardiff
Tindale, E. A. 2C W.Harfl Lockhart, J. .. 2C Belfast
Turner W.S. iC London MacOnie, J.G. 2C Glasgow
Vickers, R.J . . 2C W Hart'l Malcolm. W. . . iC Glasgow
Vlassopeulos. S. iC London M'Donald, J. .. iC Leith
Watson, W. R. iC Barrow M'Kenzie, J A. iC Leith
Wheatley, S. J. 2C W.Harfl Millar. A R. .. 2C London
Whittaker, W.J. 2C W.Harfl Millar. F. E. .. iC London
Williams. G. H 2C Liverpool Miller, EL. .. 2C South'ton
Milne, T. A. .. iC Glasgow
^ , , Mitchell, D. .. 2C Glasgow
October 27th. Mitchell, F iC Leith
Anderson. D.M. iC London Morgan, D. E. 2C Cardiff
Ashton, R. N... iC Liverpool Newell, H. L . . 2C Glasgow
Bowden, N 2C Liverpool Parsons, C. J... 2C South'ton
Cable, F. C. .. iC London Popham, H. E. iC Cardiff
Cann, W H. E iC Bristol Richardson, W. iC Leith
Cowens. W. .. 2C Sunderl'd Rowe. W. A. . . iC F'almouth
Dawson, R. .. iC Sunderl'd Rudkin, J S .. iC Liverpool
Day, T. R 2C N Shields Sketch, H. S. . . 2C South'ton
Evans, W. W. 2C Liverpool Tocher, J 2C Leith
Ferries, J. D. .. iC Aberdeen Topping, E. E iC South'ton
Griffith, J. .... iC Liverpool Yates, F. B. .. 2C Liverpool
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P. Alexander &■ Son, Chartered Patent
Ai;enls, .306. Higli Holhnrn, London, W.C.
16,827. Speed Indicators, etc. In electric apparatus for
indicating thu speed and direction of rotation of a shaft, etc.,
the indicating-means is connected by independent circuits
with two or more generators driven by the shaft, the arrange-
ment being such that the currents generated are in phase
or out of phase according to the direction of rotation, and the
indicating-moans consequently show-s both the speed and
the direction of rotation. The magneto-electric generators
40, 41, Fig. I, with stationary armatures and rotating induc-
tors 4 are respectively connected with a movable coil and a
fixed set of coils in a speed-indicating voltmeter 50. One
inductor is fixed to the shaft, but the other can slip through
90 degrees with respect to it, the result being that during
rotation in one direction the currents are in phase and the
indicator shows speeds say to the right of the vertical, while
when reversal takes place the second inductor sli]5s and
the currents arc out of phase, the speed indications being
then given to the left. In a modification adapted for giving
indications at various points, for example on a battleship,
the armatures are provided with two or more separate
windings connected with the different instruments. These
windings may take the form of a number of insulated wires
grouped around a central core of wire to form a single cable
with which the armature is w-ound in the usual manner.
In the arrangement show-n in Fig. 6. two volt-meters are
employed, one giving forward speeds and the other astern
speeds. Each instrument is in circuit with a pair of generators,
the members of which are connected in series as at 201. 204.
The inductors in the case of one member of each pair, namely
41^ and 41'', are adapted to slip, but in opposite senses.
When forward rotation occurs, the corresponding instrument
is actuated, but the other is unaffected owing to the generators
connected with it. producing currents of opposite phase and
therefore neutralizing each other. When reverse rotation
occurs, the first pair give no current, but the other two genera-
tors are in phase and produce speed indications on the astern
indicator. The volt-meter employed in this arrangement
consists of two field coils 26, ^; , and a metal extension of the
pointer arranged between them.
January, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
183
The Marine Engineer
And Naval Architect.
LONDON, JANUARY, 191 1.
THE hours of 1910 are numbered in time past and
the events comprised within its borders are
being gathered into the folds of tradition to
make or mar the ideals, the views and the actions of
future generations according to the use made of the
good for example and expansion, and of the evil for
warning and avoidance. That this applies not only
generally, in respect to the moral sense of the whole
nation, but also specifically, to the commercial and
technical communities, may be evidenced from the
unhappy differences which have resulted in so much
deplorable suffering owing to strikes, lockouts and
other labour troubles, especially towards the ' close of
the year. It has been stated that the outsider who
poses as a champion ostensibly to bring about a
settlement, frequently not only retards and hinders
such, but, by his want of tact, added to a certain
amount of bluster, helps to pave the way for further
bitterness, and drives wider apart the essential
elements which, fittingly combined, give prosperity
to the country. A word spoken in season
is good, but many words spoken have not been
so in connection with recent labour troubles, and
lessons may be fittingly learned from such which may
be of service in days to come. We have admired
employers who knew not only every man and boy in
their employment, but took an interest in them, and
we have seen the introduction of outside influence
change the happy spirit existing, into turmoil and
strife. The selfishness that seeks to prevent a man
putting his best work into his handicraft, to keep him
on the borders of mediocrity, is most pernicious ; and
we cannot shut our eyes to the fact that it has operated
detrimentally, and is deplored by the more honest and
industrious of the craft who would scorn to accept the
wages of idleness or give less than the duty of their
best work and labour. We have known employers
too, who, overcome by the greed of gain or careless of
their responsibility, sought to pay those who served
them quietly and faithfully, the least possible amount,
regardless of either their ability or faithfulness to
duty; and here we have the same selfish spirit
displayed as in the former case.
Doubtless such cases combined have tended to bring
about divisions through the instrumentality of those
who seek to engender strife and keep it alive, of set
purpose. Dr. Inglis, in his presidential address to the
Institution of Engineers and Shipbuilders in Scotland
in 1893, referred to the exodus of the Israelites from
Egypt as one of the great strikes of the past, and it is
agreed that Moses was justified in his leadership over
the brickmakers. The spirit of Pharoah is still alive,
that of Moses is not so manifest, still less is that of a
greater than he, else would a way out of the difficulties
have been found ere innocent dependencies were
brought into a state of untold misery. Is patriotism
dead that there should be such strife between sections
of our people? We see this in municipal and political
life and we must protest against that diabolical spirit
which seeks to regard animosity as a fit weapon to
serve for a selfish end. In the interests of national
prosperity, the sooner a happier understanding of the
rights and privileges, the duties and freedom of every
man is arrived at the better. The policy of give and
take has become a byword and the degenerate form is,
'• you give and I take." The cultivation of rare sense
until it becomes common is most desirable among
those who pose as leaders, so that the united interests
of trade and commerce may suffer less from sheer
folly and tactless utterances than they have in the past
years. The troubles in the shipyards, in the mines —
coal and metal — and in the mills, during the year have
not only entailed loss of comfort and provision to large
sections of the people, but brought suffering and
poverty to many more, disturbed the tone of com-
munities, and held back general progress. The losses
sustained by the workers, whether under the heading
of Capital or Labour, in the course of the past six
months have been very great and, to some extent con-
tinental ports and their workers have been the gainers,
but the major part of the losses, not being recoverable,
ij gone like the two golden hours between sunrise and
sunset of yesterday. The lockout in the shipyards is now
happily ended, and it is to be hoped that the lessons
which have arisen out of it will serve for the good of
all concerned.
The reversing Steam Turbine has not yet received
the stamp of success, but several drawings and models
submitted recently have shown possibilities, some of
the ideas being ingenious, while at least one bears the
impress of feasibility and may prove its efficiency in
the coming year. The Gas Turbine has also been
continuing to exercise the inventive faculty; the
announcement indeed has been made that the gas
turbine has been evolved and is in course of develop-
ment. The combination of Reciprocating and Turbine
Engines has not been adopted to any great extent
during the past year. The Electric drive and the
Magnetic drive as media for transmitting and trans-
forming power, in order that the best revolutions for
developing power may be used in the prime mover
and transformed to give the best revolutions for the
propeller, have not advanced much since this time
last year, but each has its exponents, and each is being
brought nearer to actual service.
The Internal Combustion Engine for marine work
has made considerable progress ; its extending use in
coastal waters, fishing craft and the like, goes to show
that it is fit for the purpose, as certainly it is econom-
ical. The vessels now in course of construction to
be driven by this class of engme for cargo service,
i84
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
show a distinct advance and the results will be noted
with great interest. The year has been notable for
the launch of the largest vessel ever built, for the
announcement of a further advance upon it in size
and speed, and for the more recent news that a new
Cunarder has been resolved upon, larger than its
predecessors, but less in speed.
The Centenary of a well-known Clyde firm of
shipbuilders and engineers recalls the enormous change
and advancement made since the Comet and
Charlotte Diindas of a hundred years ago. It may
be noted that Messrs. Simons removed from the Clyde
to Canada with the intention of building vessels near
Montreal, but the venture was not a success and they
returned to the Clyde. Now Canada is advancing
apace and Port Arthur is on the eve of opening a dry
dock and of starting shipbuilding, while iron smelting
works and foundries are competing to supply what is
required to keep the workshops going with products
of Canadian soil.
The carriage of produce from the Colonies and
South America has been increased during the year
and more steamers have been added to cope with the
demand for refrigerated food material. The increased
and increasing sizes of steamers have led to the
principal port authorities moving in the matter of
larger dry docks, also river and harbour depths in
order to give the accommodation demanded. The
freight markets have been improving and the em-
ployment of more tonnage to meet the requirements
has led to enquiries for new steamers, which have
resulted in orders being placed to such an extent that
Prosperity awaits on the twin elements, Capital and
Labour, to unite in pushing forward the work to that
stage desired for, and by, the good of the country.
Trade and Commerce, which depend upon demands
for various goods, appear to ebb and flow like the
waves of the sea, but without the regulating influences
which bear upon such to control and to guide these at
stated intervals. The flowing tide of trade brings
forth many argosies and in such abundance that the
surfeit comes all too soon, while the ebb is more rapid
than is due to the normal natural causes, arising from
a demand for goods which has either been created by
fashion, by a shifting of the money market, or by a
dearth of materials in difTerent portions of the world
to meet the requirements of shifting populations
arising from emigration or immigration. Some very
fine steamers have been launched and started on their
careers during 1910, and the increased tonnage built
and booked has been in advance of recent years, all
of which are points for congratulation. The losses of
vessels have not been light unhappily, and the dis-
appearances of a few steamers, leaving little or no
trace, have added to the mysteries of the sea. One
consideration appealed strongly to us in the closing
weeks of the year, that derelicts and submerged wrecks
are dangers to navigation and ought to be reported
carefully, and arrangements made to sink them at
once.
We wish our readers all prosperity during the new
year upon which we are entering.
MOTOR BATTLESHIPS.
THIS is an age of surprises, and we presume
that the announcement made a few days ago by
a contemporary as to the inclusion of a " Dread-
nought " with 36,000 h.p. oil engines in a naval pro-
gramme of the near future was meant to be one of the
surprises. We cannot think, however, that the state-
ment has been made with a full sense of responsibility,
although it may be known that the British Admiralty,
among other bodies, has been paying a good deal of
attention to the propulsion of war vessels by oil
engines. We cannot believe that the Admiralty
would for one moment decide to instal oil engines of
36,000 h.p. into a first-class battleship without having
previously obtained experience on a progressive basis
from vessels of a much smaller size and power. It
must be remembered that 1,000 h.p. is about the limit
that has yet been reached in actual sea experience in
oil engines and the results have been most successful.
As we have recently pointed out, the problem of the
marine oil engine is receiving a great deal of attention
in many countries, and it is reasonable to assume that
considerable developments may show themselves in
the near future. We may remind our readers of the
8,000 ton Hamburg-American liner, which is being
built by Messrs. Blohm & Voss, of Hamburg. This
vessel is to have two oil engines of 1,500 h.p. each,
but we would point out that even if this vessel is
successful when thoroughly tested under every-day
conditions, it is a far cry from 3,000 h.p. to 36,000
h.p. It will be recognized that the wise course would
be the gradual development of the use of high-powered
oil engines by such stages, as the success of each stage
could be practically assured from those that have pre-
ceded it. We believe that on the Continent an oil
engine of moderate power has been made and
thoroughly tested which is readily reversible, and can
be simply and quietly varied in speed with absolute
certainty of action from maximum speed to about 15% of
such maximum, a ratio of 6| to i, a result which
would seem to fully comply with the necessary con-
ditions to be laid down for such a motor as a marine
engine. The crux of the problem at present would
seem to be the size of a single unit, and whether it
should be single or double acting. Then again comes
the important question of a two-stroke or a four-
stroke cycle to be decided on, having regard to fuel
i economy on the one hand and ease of manipulation on
the other. Although Continental engineers have
made considerable strides in the development of th
oil engines, it is interesting to note that English
engineers are waking up to the importance of this
January, igri.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
185
branch of industry judging by statements recently
made. F"or example, Lord Furness, as the chairman
of Messrs. Richardsons, Westgarth & Co., stated that
this firm were proposing to build engines of the Diesel
type, and in addition to this we understand that
Messrs. Swan, Hunter and Wigham Richardson are
already carrying out trials on the Tyne on a vessel
fitted with oil engines. It will be interesting to see how
much weight and space can be saved with oil engines
as compared with steam in the case of a large instal-
lation. There is a considerable saving in the weight
and space occupied by the oil fuel in comparison with
coal. First, oil occupies less space than coal, weight
for weight, and secondly the oil engine is capable of
giving at least five times the power per unit of weight
of oil than a steam engine of high efficiency per coal
unit. In a war vessel these points may have an
important bearing on the capacity of ships as an
offensive factor, particularly in view of the fact that
oil can be stocked in parts of the vessel which are
otherwise unusable, for instance, the double bottom,
thus leaving the usual bunker space for other
purposes or for fuel storage, by which the radius of
action might be increased to six or seven times if the
displacement for fuel was available after providing for
the armament necessary. Taking all things into con-
sideration we think we are justified in saying that in
spite of all the advantages of the oil engine, the
British Adiuiraltyor any foreign power is not likely to
make a big leap in the dark by fitting a first-class war
vessel with internal combustion engines of a power thirty
or forty times as great as any that have been used
under ordinary working conditions. There is, of course,
more need for caution in dealing with naval matters
than with comiuercial ones, and the average ship-
owner's deliberate and cautious treatment of any new
development may well be copied by our naval
authorities.
REFRIGERATION.
AMONG the subjects which marine engineers have,
by the force of advancing circumstances, found
it necessary to study and to devote their
attention to, there is no more exacting and important
one than refrigeration, and the carriage of refrigerated
cargoes. The importance of the subject may be
gauged by the ever-increasing number of steamers
engaged in the trade and the enormous amount of
produce carried. Since about seventy years ago,
when the use of sulphuric ether was brought into
service for refrigerating purposes, the progress of the
science has been steady, but slow. The last thirty
years have seen an acceleration, assisted probably by
troubles and threatened scarcity of meat, arising out of
the epidemics among cattle, the law of nature inter-
vening to induce thought and the inventive faculty to
bring forth actively at the auspicious time the means
of providing what was lacking to maintain an equili-
brium in the market place. The early efforts at
refrigeration were by chemical media, these were suc-
ceeded bv the mechanical processof cold air discharge,
attained by compression, cooling and expanding, which
found favour for a time, but gave place to the more
economical system of to-day. The more or less ex-
perimental work of Shaw, Harrison, Carre, Reece,
Bell, Coleman, Siebe, Kirk, Tellier and others has
gradually brought the refrigerator from its crude state
into the present highly finished, reliable and economi-
cal machine on the carbonic acid and ammonia systems.
There are many interesting and profitable discussions
raised from time to time on questions in connection
with refrigeration, among these are the advantages
and disadvantages of the different systems ; of insula-
ting materials; of frozen and chilled meat ; of critical
temperatures for fruits and dairy produce ; of bacteria
and parasites found in commodities, including also an
investigation on the worm found in quarters of beef
under certain conditions, and whether the worm in
question is detrimental to the meat, or only to its
immediate locality. A series of articles dealing with
refrigeration will be published in this and subsequent
issues, which it is hoped will be of interest and advan-
tage to our readers.
THE DOCK SYSTEM OF MESSRS.
CAMMELL, LAIRD & CO.
THE extensive system of dry and wet docks now owned
by Messrs. Cammell. Laird & Co., Ltd., form no
inconsiderable portion of the world-famous aggregate
of docks situated on the Mer.sey. This article will deal
with those docks on the Birkenhead side of the river which
come under the above heading, and are distinct from the
great system controlled by the Mersey Dock and Harbour
Board in Liverpool, and also in Birkenhead. Very briefly
the history of this long-established firm is as follows.
The Birkenhead Iron Works were commenced in 1824,
the founder being Mr. William Laird, and it may be of
interest to note that Mr. William Laird in 1822 was
one of the promoters of the St. George's Steam Packet
Co., formed to run vessels between Liverpool and Glasgow,
and later from Dublin and Cork to English ports. This
Company owned the Sirius, which was the first steamship
to cross to New York. Mr. John Laird was elected the
Member for the Borough of Birkenhead, which was created
a Parliamentary Borough in 1861, and which he represented
until 1874. In 1857 Jlr. Laird retired from the business,
and the works were then carried on by his three sons. The
name of the firm had previously been that of John Laird.
It now became Messrs. John Laird. Sons & Co. Mr. John
Laird retired and the works were carried on as " Laird Bros."
In 1900 the Tranmere Bay development was commenced,
when the Development Company was run conjointly w-ith
that of Messrs. Laird Bros., Ltd. In 1903 the amalgama-
tion of Messrs. Cammell. of Sheffield, with Messrs. Laird
Bros, took place, from which time the name has been that
of Messrs. Cammell, Laird & Co.. Ltd.
In 1829 the first iron vessel was built, viz.. a barge for river
navigation. At this time Mr. John Laird, son of Mr. William,
took an active part in the firm. Between 1833-4 two iron
steam vessels were built for the City of Dublin Steam Naviga-
tion Co. In 1834-5 two iron steamers were built for the Hon.
East India Co., for the exploration of the River Euphrates,
to be under the command of Capt., afterwards General,
Chesney. Following after the building of these vessels, the
i86
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, iqii.
iron vessel became to be generally adopted. In 1834 Mr.
Laird built the John Randolph, forG. B. Lamar, of Savannah.
This paddle steamer was shipped in pieces at Liverpool and
put together on the Savannah River, being the first iron vessel
seen on American waters. It may be claimed that Mr. Laird
built the first iron vessels for use in India, China, South
America, United States and Egypt.
During the Russian War, Mr. John Laird performed some
remarkable feats, a type known as a mortar vessel bemg
built in the short space of three weeks. This vessel was
named the Cupid, and carried a load of 102 tons. Fifteen
of these vessels and fourteen gunboats of 230 tons burthen,
twenty-nine vessels in all, were completed in eight months
from time of order, viz., nearly one per week.
Previous to the building of the present docks and works
under the name of The Birkenhead Iron Works, the business
had been carried on at the Wallasey Pool. The Docks of
the present works include five graving docks.
Depths on 20 ft.
tide,
wide . . . . 18 ft. 3 in.
18 ft. 3 in.
No.
No.
No.
No.
No
300 ft,
360 ,,
425 ..
440 ..
37=; ,.
long, 40 ft.
45
75
85
8=;
26 ft. o in.
22 ft. 3 in.
22 ft. 3 in.
On the north side of No. 4 Dock a 50-ton steam crane
for lifting machinery into vessels is placed. The engineCTs",
smiths' and joiners' shops extend about 1000 ft. The
engine, erecting and fitting shops are three in number, the
brass finishing shop being on the first floor. The total
area of the old Birkenhead Iron Works is over 20 acres.
The Boiler Shop was originallv started in Liverpool m the
shipvard of Mr. Wm. Laird, at the time the works were bemg
also carried on at the Wallasey Pool. It was a small structure
with wooden lean-to roof, and it was here that No. i boiler
was started about the vear 1855. No. 2 set of boilers were
for Woodside Ferry Steamer Liverpool. This shop was not
large enough to cope with the work, and was removed to
Birkenhead. In the vear 1888 the boiler shop at Beaufort
Road was opened, and since that time up to the commence-
ment of the boiler shop at Tranmere all work of the boiler
department was carried out at Beaufort Road, adjacent to
the great float, and thus distinct from the old Birkenhead
Iron Works. The shop comprises an area of 17.350 square
yards, and is replete with all latest tools and appliances for
carrying out the various stages of boiler making— flanging
presses worked by hydraulic poyer, and various kinds of
motor-driven and compressed air machines being utilized
in the operations. All classes of boilers have been turned
out, from the old square boilers, working at a pressure of
15 lbs. per square inch, to the latest Scotch boilers, with
their pressures of 210 lbs. and their large diameters of 17 ft.
3 in., which necessitates the use of shell plates if in. thick
and rivets of a corresponding dia. of ij in, — water tube
boilers of all types and locomotive boilers of every descrip-
tion being dealt with in a very large degree. The number
of boilers turned out. of all descriptions, taking an average
for three or four years, are about seventy boilers per year,
or about one-and-a-third boilers per week. The new boiler
shop at Tranmere has all the latest tools, cranes and
appliances for dealing with every phase of modern boiler
work and is described hereafter.
The Docks, Shipyard and Engine Works contained in the
New or Tranmere portion of the works may perhaps be best
described by briefly reviewing the construction of this large
undertaking. At its commencement, 62 pcres were developed,
but eventually this became 75 acres, and with the old works
a total of 108 acres is now the extent of the docks and works.
The works comprise two graving docks 708 and 861 feet
effect in length. An outer floating basin of 1 5 acres in area
and an inner ditto, shallower, of 2J acres. The land at the
south and west is made up with spoil from the excavations,
forming a site for shipbuilding and engineering works. Land,
on the south-east, is reserved for slipways, and is formed
with a slope down to the frontage wall, then kept low for
- the purpose of launching vessels over it into the river. Simul-
taneously with the construction of the docks and basins,
the river frontage wall and entrance have been constructed
for the Mersey Docks and Harbour Board, who own the land,
for the use of the Company during their possession of it.
The new works were commenced in January, 1903. Tidal
i;k(
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i^il
m
s
Z
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January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
187
•l^kHl'^1'31'^
i88
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
influences were overcome by means of three dams linked with
short lengths of permanent river wall. On March 14th, 1904,
the reclamation works were sufficiently complete to exclude
the tidal waters. Two large sewers, which discharged into
open channels on the foreshore, had to be dealt with. The
Green Lane Sewer was made permanent by the construction
of a cast-iron pipe, 5 ft. 6 in. diameter in a bed of concrete.
The Grange Vale Sewer Culvert is also of circular section,
6 ft. 6 in. in diameter. The two graving docks are situated
at the extreme north of the new works. The quay space
between the coping lines of the docks is 44 ft. 4 in., and
between the coping line of South dock and basin, 64 ft. 8 in.
The centre lines of the docks are at an angle of 64 degrees,
with river wall and point up stream. The inner face of sill
to head of the No. i or North Dock is 708 feet. Length
of keel block, 660 ft. Width at coping level, iioft. 2 in. ;
at sill level, So ft., equal t(? entrance. Width on floor.
bed 6 ft. 8 in. wide and 1 5 in. deep, and are 2 ft. 6 in. apart
between centres. Graving Dock No. 2 has a rudder pit
50 ft. long and 14 ft. deep. The pumping machinery
consists of two centrifugal pumps, 45 in. diameter, direct-
driven by vertical compound .engines and one 14 in.
pump, with independent engine, for draining docks.
The pumping station, which also contains an air-
compressor for working the penstocks and dynamos for
hghtnig the pier heads and graving dock sides, is situated
between the docks at the river end. Underneath is the deep-
level suction chamber, into which the suction pipe of the
pumps descend through shafts in the rock. The suction
chamber itself is 26 ft. long by 12 ft. wide by 15 ft. high
to the soffit of the arched roof. Two suction culverts, 7 ft.
diameter, lead from the chamber to the drainage wells of the
docks. Both pumps discharge into one delivery culvert
5 ft. 6 in. diameter, whose outlet is in the pier head between
TkAN.VIEKE.— Mam Machine and Erecting Shop.
71 ft. Level of sill, 12 in. below datum, giving a depth
of 30 ft. 10 in. at high water of ordinary Spring tides.
South No. 2 Dock is 861 ft. long from inner face of sill to
head ; it is 10 ft. wider than No. i, namely 120 ft. 2 in. on
coping, go It. at sill level, 81 ft. on floor and 3 ft. deeper, thus
affording depth of water over sill of 33 ft. 10 in. at high water
of Spring and 26 ft. 7 in. at high water of Neap tides. Both
docks have other dimensions the same. Each has a torpedo-
head on the vertical walls of which the altar die out as
the curve strikes them. Each is provided with four timber
slides, flanked with two flights of steps, two piercing each
wall. These arc inclined at an angle of 45 degrees, and are
arched over for a width of 15 ft. ; the top of the altars and
coping are continuous. The chief feature of both docks as
regards construction, is that the floors and altars, where
possible, are cut and dressed from the red sandstone, each
without any facing of masonry or concrete. The floors have
had to be concreted. Excavation for No. i Dock was almost
entirely in rock. Keel blocks rest on a continuous concrete
docks. The specified duty was 1,650,000 cubic feet, sufficient
to empty the larger dock below mean tide level in two hours.
Both of the entrances are designed to take ship caissons
which settle into grooves and are towed clear. Electric
and hand capstans are provided on pier-heads, as well
as a system of Bollands. \ 1 5 in. centrifugal pump,
with direct compound engine, is fitted on main deck,
which will lift cai-ssons clear of grooves in fifteen minutes.
The outer floating basin is entered directly by the entrance
from river, 91 ft. 6 in. and 30 ft., being closed with a pair of
Greenheart gates. The sill of main entrance is 15 ft. below
datum, giving 33 ft. 10 in. at Spring and 26 ft. 7 in. at Neap
tides. The small ditto has its entrance 12 ft. 6 in. higher.
The Basin is excavated to 20 feet below datum, giving a
depth of water of 30 feet. The walls form quays for
repairing and fitting-out of vessels, and are respectively 1000,
850 and 990 feet in length. The inner basin is intended for
barges and light-draught vessels. It is excavated to 2 ft.
below datum, giving a depth of water 1 3 ft. 7 in. at high water
January, ign. „ THE^ARINE^NGINEER^^ NAVAL ARCHITECT.
189
rT-^
^
150 Ton Crane, launching Paddle Steamer.
Tranmere— Large Dry Dock.
igo
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
of Neap tides. An entrance 40 ft. wide, spanned by a swing
bridge, connects this with the outer basin. The river wall
is built up to II ft. above datum, or 7 ft. 10 in. lielow high
water of Spring tides, and forms a frontage to the launch
ways, which rise behind it at an inclination of -J in. per
foot. These are formed of rock rubble tipped on to fore-
shore. A concrete platform 40 ft. wide by 5 ft. thick,
supported by three rows of bearing piles, under the
lines of keel blocks and ground ways, is laid for a length
of 400 ft. up from river wall. Above this the piled foundation
runs under keel blocks alone. For a length of 50 ft., viz.,
in the region where a concentrated load may be expected,
due to the stern being first water borne, the piling is doubled.
Four other launch ways have been piled. The slips vary
from 700 to 1000 ft. in length.
The equipment of the docks is in accord with their intended
use, viz., outfitting and repairing. A 40-ton electric crane
travels along the quay space on the south side of No. 2
Dock, serving that dock and the north side of outer basin.
A 1 50-ton crane is installed on the South Quay of
the outer basin, adjacent to the Main Engine Shops. This
crane has a derrick jib and revolves on a pivot pier and three
stay piers, the whole structure being of steel lattice work.
Track for 10-ton steam crane runs along the north side of
No. 2 Dock, along both sides of No. i Dock, and along the
quays of the inner basin. lo-ton electric capstans are pro-
vided at the head of each graving dock and at pier head.
Two 5 -ton capstans stand on the outer pier heads, and two
3-ton capstans (electric) midway along the sides of the docks.
Hand capstans are also provided on each pier head. Mooring
posts are fixed at 80 ft. intervals along all the walls.
Electricity for working the cranes, capstans, and gate-
opening machinery, for lighting the shipyard, and for motive
power in the shops, is furnished by a generating station at
the south-west corner of the site. A gas- producing plant
consisting of three producers, with the attendant washing,
scrubbing and drying plant, is here installed. Seven gas
engines of 2350 H.P. are linked with dynamos generating
1300 kilowatts. An air compressing and hydraulic plant
is also installed. The power-house is 275 ft. long, 38 ft.
wide inside, roofed with glass and fitted with a travelling
crane.
The shops are to the south and west of the outer basin.
They are of steel framework, roofed with glass and corrugated
sheeting, with sides of the latter material. The ground
being made, the columns of these buildings having to support
travelling cranes, are built on groups of four to twelve Simplex
Concrete piles. The main Erecting and Machine Shop is
1075 ft. long, with travelling cranes 60 ft. above floor level,
the centre portion being 74 ft. span.
About 64,000 cubic yards of material was dredged out of
river bed to provide deep water access to the docks. Water
was admitted to the docks and basins on April gth, 1906,
two years after the reclamation of the site was effected.
A system of large dry and wet docks is so dependent
upon the plant adjacent to them for the discharge of their
functions that a brief description of the Tranmere shops and
tools may be of interest. The main Engine Erecting and
Machine Shop on the south side of the outer basin is, as
before mentioned, 1075 ft. long by 77 ft. wide in the main
bay, while the two side bays are 610 ft. long by 42 ft. 6 in.
wide. The main bay has two 70-ton cranes, with lifting speeds
of 5 and 10 feet per minute with 70 and 35 ton loads res-
pectively. Travel 150 ft. per minute and traverse of 75 ft.
per niin. Also two 20-ton cranes. The North Bay having
one 35 and one lo-ton cranes, and the South Bay is now
being similarly equipped. This bay has also a gallery for
light machines, tool, jig and millwrights' stores, tool-making
shop with 5 cwt. pneumatic hammer.
The Turbine Blading Department is at the east end of the
shop, which also contains the Testing Department, where
all cylinders, valves, etc., are tested per square inch. The
shop is heated by six separate engine-driven sets, of the
Sturtevant make, the contents to be heated being 12,000,000
cubic ft. .Ml the shops are lighted from the Power
Station already described. The Boiler Shop has a main
bay 500 ft. long and 80 ft. wide, the side bay being 421 ft.
10^ in. long and 50 ft. wide, while a new extension is 80 ft.
by 46 ft., the whole shop being equipped with some of the
latest and largest machines to be found in this country.
The Copper Shop is 3 1 5 ft. long and is equipped with pipe
benders, rapid guillotine shears, pneumatic hammers, etc.
The Shipbuilding Sheds have three bays, one of 442 ft. 9 in.
and two of 385 ft. length, the middle bay being 120 ft. wide.
.Amongst other machines in these sheds may be noted, radial
drills, plate edge planes, countersink drills, multiple punches,
horizontal and vertical plate-bending rolls and various
hydraulic manhole punches, beam benders, punches and
jogglers, etc. The Angle Smithy is 210 ft. by 114 ft. wide,
and has installed a 40 ft. edge planer, cold saw mast rolls,
radial drills, etc. The Shipyard Smithy adjoining contains
also a fitting shop, each having a bay 210 ft. by 70 ft. wide.
This smithy has pneumatic and s'team hammers. The
Mold Loft, Stores and Spar Shed is 280 ft. by 70 ft.,
is west of the Main Ship Sheds. The Spar Shed is supplied
with hydraulic bolt forcer and hole borer for hatches, and a
36 in. saw and surfacing machine. At the centre of the
yard, to the west, lie the Saw Mills, with two bays 200 ft.
long and 55 ft. wide ; brick sides with iron columns in centre
fitted with 4-ton cranes. The Joiners' Shop lies to the west
and IS 300 ft. by 100 ft. wide, and is constructed with
bays, is lighted with glass skylights and heated with a
Sturtevant Plant. A Joiners' Store, Electricians' Workshop,
with ship-draughting office over, lies to the north of the main
Joiners' Shop, and is 300 ft. by 60 ft. wide. Seven cranes
lifting up to 5 tons, and length of gib up to 28 ft., are
placed in various parts of the yard, while, for the construc-
tion of the Floating Dock four cranes of 5 tons, with jibs
of 45 ft. are installed, by J. H. Wilson. Railways are laid
throughout the works, these are served by three locos, and
large three-storey General and Drawing Offices are situated
near_the Church Street entrance.
" Refrigerated Cargoes and Their Insurance." — A
paper on this subject was read recently before the members
of The Cold Storage and Ice Association by Mr. C. E. Bright-
man. The general subject of insurance from the historical
side was dealt with by the author, who then recalled the days
of the first ventures to import frozen produce. The first
consignment of 400 carcases of beef and a quantity of mutton
was brought by the Anchor Une s.s. Circassia from' New York.
The first shipment of frozen mutton from Austraha was
brought to London in 1880, followed by another from New
Zealand in 1882. The refrigerating system was by the
Bell-Coleman compressed air process. Continuing, it was
pointed out that in 1899 the number of chilled beef carcases
imported amounted to 1,654,000 from North America, and
in 1909, the number was 1,587,134, the greater portion coming
from the Argentine, 1,066,134, the remainder, from North
America. Frozen beef in 1899 amounted to 530,736 quarters,
Austraha sending 346,464; New Zealand 86,255; and
America 98,016. In 1909 the frozen beef imports rose to
2,157,000 quarters. South America sending 1,590,085, the
remainder coming from Australia and New Zealand about
equally. The total imports of mutton in 1909 were : — South
America, 2,718,715 carcases; New Zealand 1,869,599;
Australia 1,327,141 ; of lamb, New Zealand sent 3,165,504
carcases; Austraha 1,351,697; South America 634,496.
The value of all dead meat imported annually probably
reached the total of ,£41,500,000. The importance of
insurance pohcies deahng with such an enormous value was
apparent, and the different classes of, and clauses in, pohcies
were enumerated and discussed, the average rate for all
risks being quoted as 32/6 to 35/- per cent, in the River
Plate trade. The closing part of the paper dealt with damage
claims and inspection of carcases with a view to settlement
of value due to slight damage, arising from misshapen car-
cases, chafing, staining by being trampled, by coal dust,
by inefficient handhng in transit from the freezing works,
or by rushing the freezing process and getting deUvery
surreptitiously in the darkness ; some of these causes were
more implied than named, and the author urged that every
one connected with the trade should do his utmost to prevent
abuses and maintain a high standard of right and duty in
preparing, shipping, receiving, carrying and delivering car-
cases until they reach the retail dealer.
The " Waratah." — A most exhaustive enquiry is being
conducted at Caxton Hall, Westminster, into the loss of
this vessel, which left Durban for Cape Town in the course
of a voyage from Australia to England on July 26th, 1909,
and not heard of since she was spoken by a steamer on the
following day.
January. 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
191
NEW BOILER FEED PUMP.
storey & Hallowell's Patents.
AS intimated in our recent notice of the Machinery
Exhibition, at Manchester, we inspected there
a Boiler Feed Pump, of a new type, which
appeared to have several distinctive features, and we
now illustrate same by an outside view, and enlarged
section. It will be seen that the arrangement consists
of a new form of valve gear, in which flat valves are
employed, and thus the leakage of steam which ensues
from the wear of cylindrical valves, is avoided.
Moreover, the difficulty of renewal is surmounted,
valves having flat faces keep tight, even when seriously
a charge ai each end in the case of the shuttle valve,
and this, of course, gives a very considerable economy
in a pump working a day and night service constantly.
There is also no dead point, and therefore at what-
ever point it may have been stopped at, the pump can
be started instantly, there being, it is observed, no lost
motion between pump and valve rod. Another feature
is, that whatever the speed of pumping, a full stroke
is always made, the action of the gear being positive
at any speed, and therefore there is no short stroking.
The fullest efficiency is thus obtained from the steam.
To describe the system in detail, by following the
lettering, A is the main valve controlled by B, with
its two pistons CC, working in small cylinders at each
Outside View.
worn, and the face can be scraped up again under
almost any circumstances, either at sea or on shore.
The slide valve controller pistons, it will be seen, are
fitted with spring piston rings which take up their own
wear and the life of which may be compared to
ordinary engine piston rings. Thus it will be gathered,
the design is intended for trying conditions like those
experienced in marine work. When we turn to the
question of steam economy, it is claimed by the makers
that this design secures a great advantage over the
ordinary type of shuttle valve usually employed in
direct acting pumps. The stroke of the controller
in the " Storey " pump corresponding with one double
stroke of the pump piston, is effected with but one
charge of steam in the controller cylinder, as against
Enlarged Section.
end of the steam chest, to which the inner end of
each is open while the outer face of the smaller piston
is in direct communication with the exhaust. When
the larger piston is balanced by full pressure being
admitted to the outside, the controller B and main
valve A are moved by the steam acting on the inner
face of the smaller piston. The movement of the
main valve in the opposite direction is obtained by
placing the outer face of the larger piston in connection
with the exhaust, when the steam pressure, acting on
the different areas of the two pistons, moves the con-
troller in the required direction. In the right-hand
view the piston of the main steam cylinder, and with
it the auxiliary slide valve D, have reached the bottom
position, the outside of controller piston C being opened
192
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 191 i.
to exhaust by way of a passage ia slide valve D, the
port E"^, and finally to atmosphere through the adjust-
able valve H, causing the valve to move upwards.
With the movement of the controller B, and with it
the main valve A, steam is admitted to the lower
side of the main pump piston giving the upward
stroke; the position of the controller at the end of
this stroke is seen in the left-hand view showing
the outer side of piston C cut off from the exhaust by
the motion of the slide valve D, which has just opened
the port E to steam. Full pressure now acts on both
sides of piston C, thus putting it into balance, and the
controller is moved downwards by the pressure on the
inside of lower piston C, and the main valve then
admitting steam to the top side of the main piston,
the cycle of operations being afterwards repeated.
The controller is cushioned at the end of each
stroke; — by exhaust steam at the top, and the air dash-
pot F at the bottom, a snifting valve G being fitted. The
cushioning downwards being also assisted by the steam
supply to the top side of piston C being cut off before
the end of its stroke and causing it to work expan-
sively. By carefully adjusting the exhaust throttle H
and the snifting valve G, silent running is ensured.
The auxiliary valve D being coupled through the levers
to the pump rod is always in a position to allow the
steam to enter or exhaust from the controller cylinder
C and move the controller and main valve. It is
therefore impossible to put the pump in a position it
will not start from directly a sufficient pressure of
steam is admitted, and thus the pump has no dead
centre. Adjustments of every kind are provided for
and all the valves may be removed for inspection when
the valve chest cover is taken off.
The correct stroke of the pump is obtained by
adjusting an eccentric pin J in the lever M, and
for the auxiliary slide valve spindle by the right and
left-hand screwed sleeves. If there is not an equal
stroke at both ends of the pump this can be corrected
by throwing over the auxiliary valve D in the opposite
direction to that in which the short stroking takes
place by means of the sleeve S. The stroke may be
lengthened equally at each end by turning the pin
J towards the fulcrum R of the lever M. The United
Bra53founders & Engineers, Limited (Isaac Storey
& Sons, Limited, Branch), are the sole makers of
these pumps.
MESSRS. HEATH & CO., LTD.
The well-known firm of Messrs. Heath & Co., Ltd.. of Cray-
ford and Loudon, are issuing a special catalogue dealing with
their latest patented Standard Binnacles, which they are
anxious to put into the hands of shipowners. This catalogue
illustrates Binnacles suitable for every type of vessel, from the
largest to the smallest, and embraces all their improvements
to date, also Sounding Machines, which are made to the Kew
standard. There is no doubt that a glance through these lists
will prove of great service to those drawing up specifications
for new ships or replacements. There is no doubt that the in-
struments made by this firm are of first-class manufacture, as
all their " Hezzanith " instruments are guaranteed. Those
interested should make application at once for this useful book
of reference. The firm issues seven large catalogues : No. i,
Sex-tants ; No. 2, Binnacles and Compasses ; No. j, Baro-
meters and Clocks ; No. 4, Logs, Sounding Machines^ Lamps,
etc.; No. 5, Thermometers and Thermographs ; No. 6, Survye-
ing Instruments ; No. 7, Mathematical Instruments and
sundries. Messrs. Heath & Co., Ltd., have been established at
Crayford and London, since 1846, and are contractors to
many of the Governments.
LARGE HATCHWAYS.
NOTHING expresses with more clearness the
enormous development which has taken place
in the arrangements for loading and discharging
cargo steamers than the rapid and progressive increase
which has taken place in the size of cargo hatchways.
In quite recent times the enormous apertures that
now yawn in the decks of some particular types of
ships would have been considered to be in the nature
of an experiment of great gravity. The hatchway,
to the naval architect, is the vulnerable part of
a vessel's deck, the point of attack upon which any
attempt to impair the seaworthiness of the vessel is
delivered, and it would have been argued that to
extend the area of this vulnerability would be repre-
hensible in the extreme. For a long time the maxi-
mum dimensions of a cargo hatchway were considered
to be about 24 ft. x 16 ft., possibly because that was the
maximum length provided for in the Rules of Lloyd's
Register. Of late years, however, the necessity for
rapid loading and discharging, for effecting economy
during the former process by saving labour in trim-
ming, have led to a great e.xpansion of these
dimensions, until now, in small coasting steamers it
is not unusual to see hatchways 36ft. in length and of
a width that only allows of 5 ft. of deck plating being
left at the sides. In some special cases indeed, hatch-
ways about 80 ft. in length have been fitted.
Now it becomes a very interesting question to the
practical naval architect to investigate the effect of
these and other changes (due, in the main, to the
compulsion of modern conditions) on the structure of
the vessel itself, and these investigations open up a
very wide and complex field into which it would not
be proper to enter fully here. For example, it has
been found necessary in ships engaged in the coal, ore
or timber trade to take one or two bulkheads out in
some instances. What effect has that on the
structure? Well, it is quite evident that such an
omission decidedly impairs the seaworthiness of the
vessel in certain eventualities. But in estimating its
effect upon the strength of the structure, the enquirer
must solve a problem of great intricacy, as anyone
may see who will make himself acquainted with
Dr. Bruhn's solution of it given in a paper read
recently before the Institution of Naval Architects.
In the case of large hatchways, however, we may
offer some general considerations, first of all affecting
the structure itself, and secondly, affecting the hatch-
way in particular. In order that the position may be
clearly understood, a sketch is appended (Fig. i) of a
vessel about 250 ft. in length showing the arrange-
ment of the deck in outline. .\t the same time the
position and dimensions of the normal hatchways
have been indicated in dotted lines.
It will be seen that the hatchways extend to within
about 5 ft. of the vessel's side, so that almost the whole
of the deck is cut away. The part of the deck now
effective for longitudinal strength is represented by
this 5o" of stringer plate, and in addition, for the
length of the hatchway — say 40 ft. — this stringer plate
must take part of the horizontal thrusts on the vessel's
side, since there are no through beams. For both
these purposes it is necessary to increase the thickness
of the stringer plate, and this is made usually in one
January, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
193
plate and about ^§" in thickness. Again, it is evident
that with hatchways of this size it is quite impossible
to fit pillars in the hold at the centre line to support
the deck, since there is, for a considerable part of the
vessel's length, nothing to which they can be attached
at the head. In order to get over this difficulty and also
that the stringer plate may be made efficient as a local
and structural girder by being held rigidly to its work,
deep brackets are fitted to every fourth frame in way of
the hatchways, as shown in the section. Now,
although this arrangement may be tolerably effective
in supporting the deck and also may opeiate in the
direction of decreasing the stresses in the frames, yet it
cannot be so efficient structurally as a row of pillars.
Pillars not only support the deck loads, but they form
a fairly efficient tie connecting the top and bottom of
the vessel. In the case we are considering this is
entirely wanting and a good deal of structural rigidity
cautions are taken it is hardly possible to say to what
extent increase of stress takes place at points of
decided change of section, as at the corners of the
hatchways. This is usually minimized as far _ as
possible by fitted substantial doubling plates joining
up the hatch corners, or in some cases the hatchway
coamings are made continuous from the bridge front,
cut down a little between the hatchways to allow for
battening. Taking the arrangement generally, how-
ever, it can safely be said that from its very nature, it
cannot be made entirely satisfactory as regards
structural strength.
Now it is most important that, having such large
openings in the deck, these openings should be pro-
perly framed, and that more than ordinary care should
be e.xercised in designing the coamings, the wooden
covers and the supports for the latter. In respect of
the hatchway coamings these are usually formed of
P^flrl
SRACKLT
Fig. I.
is lost in consequence. The small amount of deck
left between the hatchways is utilised as a winch
platform and is generally supported by one or two
pillars at the centre line, or by fore and aft brackets
from any transverse bulkhead which may be fitted in
its vicinity. The efficiency of this stringer plate as a
local girder can be determined by assuming certain
conditions of pressure, and by considering the trans-
mitted reactions of the frames at their upper extremities
as a distributed load. It will be found that even
under severe conditions of loading the stress on the
stringer plate is relatively low, but it should not be
forgotten that this is to be compounded with a
structural stress not much below the normal. If
compared strictly with the vessel having ordmary
widths of hatchway it will be found that the stringer
plate will require to be made of substantial thick-
ness to obtain equivalent strength. In vessels of
extreme proportions this arrangement means another
factor to be reckoned with, and even when all pre-
steel plates in the usual way, l%" in thickness. In
addition, however, it is most desirable that, if the deck
will at all allow of it, they should be additionally
supported by closely spaced brackets attached to the
deck. If this is not possible, then the hatch slide
bars on the inside should be made of substantial bulb
angle section and should be extended to the bottom
of the coaming. These precautions are amply justified
by the conditions. As regards the method of supporting
the covers there are two in common use. The first is by
meansof transverse beams, fitted between the coamings
about 10 ft. apart, associated with fore-and-afters of
bulb angle or bulb tee, the hatch covers being laid
athwartship. The second method, largely, we believe
the result of a Home Office regulation, dispenses with
fore-and-afters altogether and consists of a series of
transverse webs fitted about 5 ft. apart, the hatch covers
being laid fore-and-aft. Now, as usually fitted, there
is no correspondence between the two arrangements,
and we strongly advocate the latter as being the more
efficient. In the first place, since the fore-and-afters
give up half their load to the webs, it will be evident
that a greater ^ro/oy^'wH of the load on the hatchway
is borne by the webs in the first method than by those
in the second. It is possible also to know what
load is incident on the web in the second case with
a fair amount of certainty, while in the former case
it is not so possible. An example will make this clear.
Let us take a hatchway of a width to require three
fore-and-afters only ; the arrangement would be as
shown in section (Fig. 2) appended. Assuming no de-
flection of the fore-and-afters A and B, the load 011 the
hatchway, W, can easily be shown to be at C or B
j-\ W, or at A f W if the hatch cover be considered
flexible. This would involve A being stronger than B,
but it is generally much less strong. The rigidity of
the cover (3-inch thick), however, cannot be neglected,
for it is very considerable, and if it be taken into
account and the load on the hatchway be apportioned
between the supports m proportion to their stiffness
and that of the cover, it wdl be found that the load
liorne by A can be neglected. When it is remembered
that we have no guarantee that there is no sag in A,
194
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
it will be evident, in view of the above, that A's
presence is unnecessary ; A, in short, could be dis-
pensed with, and if the thickness of the hatch cover
is not sufficient at 3-inch (which is very unlikely)
it could be slightly increased. The arrangement
would then be determinate and a good deal simpler.
The same remarks apply in a rather more limited
COVER
^__^ 4» ~
=ir
&
fitted on
no means
and even if
Fig. 2.
way when two fore-and-afters are
each side of the centre. It is by
certain that these are necessary ,
they are held to be necessary, it is quite impossible to
know what amount of work each one is being called
upon to perform. For these reasons, among others,
we suggest that fore-and-afters should be dispensed
with, and that the hatch covers should be supported
by webs only.
THE SIMPLEX TUBELESS
SUPERHEATER.
THE interest aroused of recent years in the use of
superheated steam and the advantages that have
accrued therefrom have given an impetus to
designers for improving the construction of such
devices. It has been customary in the past to arrange
the heat-absorbing elements of the device of tubular
construction, which of necessity must be of very light
scantling, with serious difficulties as to inspection,
cleaning and repair. The Simplex Patent Tubeless
Superheater Co., Ltd., of 39, Victoria Street,
Westminster, have brought out a Superheater,
which we now have the pleasure of illustrating
and ' describing. It has been designed to supply
dry steam without entailing in its construction any
arrangement of tubular elements, or in fact any detail
to which any practical man could offer any serious
objection. Figure i is a longitudinal vertical section
of a superheater constructed for installation in the
smoke box of an ordinary Scotch boiler. Figure 2 is
a transverse section of the same. Figure 3 is a
part sectional plan and part plan showing the inspec-
tion doors. Figure 4 shows the application of this
principle to the Marine boiler. It indicates an alter-
native method of fixing the diaphragm by means of
long rivets passed thro'igh ferrules. In this case the
diaphragms are flat plates and not channels.
The special feature of this tubeless Superheater
is the formation of a chamber of steel boiler plate and
the staying of the large flat sides by means of channels
riveted to each side and arranged to provide
a passage alternately at the top and bottom of the
chamber, so that the steam entering at the branch at
one end passes in a zig-zag path through the super-
heater and is kept for a considerable time in touch with
the hot plates. Ample provision is made for internal
examination and cleaning by means of an inspection
hole at the top of every compartment except the end
ones which are provided with mud doors. It is
interesting to note, however, that after one of the
Simplex Superheaters had been in continuous use for
over two years it was found, on examination, that there
was nothing to clean out. It would appear to us that
the immunity from tube trouble to be obtained by this
superheater and the robust simplicity of its design
should readily attract the attention of steam users, and
there seems a great probability that a device of this
character is likely to take the place of many existing
tubular superheaters on the above grounds alone, quite
apart from any question of relative efficiency within
moderate limits. It is well known that a large
number of steam users have tried tubular superheaters
and have scrapped them owing to trouble with the
tubes.
REFRIGERATING APPARATUS FOR
MARINE TRANSPORT.
THE transport of produce of all kinds overseas has de-
veloped enormously during the last forty years or so,
and it may fairly be claimed that the trade has been of
very great benefit to the bulk of the community of the United
Kingdom. The man of wealth, the man of even comparative
affluence can enjoy the fruits that are grown in the Tropics,
and those that are grown in temperate climates, at all times
of the year, if he wishes to. We are now no longer dependent
upon the farmer, or the cattle, sheep or poultry breeder for
our supplies of meat, poultry and eggs. They come to us m
ever-increasing quantities from all parts of the globe, and
they come in ships that are specially fitted for their transport.
The methods of handling produce, and of fitting ships that
are to carry produce, have also developed and improved very
largely during the last forty years. As m so many other cases,
the early eftorts were somewhat crude. The importance of
thermal insulation was perhaps hardly realized in the early
days of the transport of produce by the aid of refrigeration.
The importance also of selecting the produce that is to be car-
ried, and of handling it carefully, of seeing that it is not dam-
aged , were also not realized in the early days. Experience, the
hard but very perfect teacher, with whom marine engineers
probably more than any other profession have a very intimate
acquaintance, has taught its lessons in its usual painful way.
Though the methods of transport are even to-day not as
perfect as they might be, though there are stiU complaints
of the manner in which some kinds of produce are handled
on arrival at the ports of the United Kingdom, and though
there are still complaints that the produce is not always
as carefully selected where it is grown as it should be, things
are steadily improving, and the keen competition that now
exists for the market of the United Kingdom, between our
own colonies, the United States of America and the
Argentine, is producing the usual results. New Zealand,
among our colonies, has taken the lead in watching
the animals that are to be transported by ship, from their
very birth. Trained inspectors are constantly going round
the stations where sheep and ca'ttle are grown, rejecting any
animals that are not up to standard, the owners being com-
pensated for tlie loss. They are constantly going round the
slaughterhouses, and they follow the animals right to the
ship's hold, .^s far as possible, also, representatives of the
New Zealand Government follow the consignments on their
arrival in the United Kingdom. What New Zealand has done
voluntarily, our other colonics and the other competitors for
our trade have been obliged to do under the keen stress of
competition.
Improved Methods of Holding Produce.
With the increase ot experience, improved methods of hold-
ing produce have been worked out. In the early days the
beef that was transported from the United States of America
to this country, was practically chilled by means of ice.
Later on it was frozen. Later again, it was found that frozen
beef deteriorated to such an extent, owing to the fact that
the vessels containing liquids in the carcases of the animals.
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
195
Fig. I.
J _ -_a.^»aft-a*-^^i^a-^»ii<>a-^a—|M-^fc^Mi«^a aa m ■<a-<iiMt*— * ■ l.
Fig. 2.
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Fig- 3-
Fig. 4. — Simplex Patent Tubeless Superlieater as fitted to a Marine-type Boiler,
196
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
were so compressed when frozen, that the meat on arrival
fetched 3d. to 4d. per lb. less than that which was only chilled.
Now more and more beef arrives here in the chilled condition,
and less and less frozen, and again still less alive. A little
consideration will show that the meat from a well-grown
bullock, slaughtered while in good health and under proper
conditions and in a proper manner, properly cooled and
chilled, and transported m the chilled condition to this
country, properly handled on arrival, must be better, more
nourishing, than the meat of a similar animal, no matter how
well grown, that is exposed to the necessary rough treatment
of a cross-Atlantic voyage, and slaughtered on arrival.
Chilled beef was first transported from the United States
only ; later on improved methods of refrigeration and faster
steamers enabled it to be transported from the River Plate ; and
within the last few months a consignment of chilled beef has
been carried from Queensland to the old country with success.
The same lessons that have been learned in connection
with meat have been also learned in connection with fruit
and every other kind of produce. A great deal still remains
to be learned, but sufficient is known to enable a large and
profitable trade to be done.
The Difference between Chilling and Freezing.
With a large number of substances freezing is forbidden.
Fruits for instance, are spoiled by freezing. The expansion
of the juices of the fruit during the process of freezing, so
damages the fibres and the body of the fruit, that it is not
worth eating when thawed out. Other substances, such as
mutton and lamb and butter, apparently may be frozen
without material injury. Others, again, such as beef, cheese
and certain others may be frozen, but are worth more on
arrival if not frozen.
The difference between freezing and chiUing is a very
simple one, but the skill and care required to carry out the
process of chilhng is very much greater than that required
for freezing. With freezing, the atmosphere surrounding
the substance is reduced to a certain temperature, a good
many degrees below the freezing point ot its own juices.
It should be mentioned here incidentally, that the freezing
points of the juices of the fruits, meats and other produce,
is not the same as the freezing point of water. The freezing
point of pure water varies with the pressure, but 32°F., or
o°C. may be taken as sufiicicntly accurate for practical pur-
poses. Immediately, however, that any substance is dis-
solved in water, the freezing point of the solution is lowered.
As explained later on in these articles, advantage is taken
of this fact, to enable indirect methods of cooling to be
arranged, instead of direct methods, the latter having certain
disadvantages that will also be explained.
With chilled produce the juices of the produce are never
frozen. Beef, for instance, is kept at a temperature of 3^°
to 34^., and fruits at somewhere about the same figure ;
that is to say, a few degrees above freezing point. It is of
far more importance that the temperature shall not reach
the freezing point, and that no part of the produce shall
be frozen, than that the temperature shall rise during
the process of transport. As will be explained later, the
ships that are engaged in transporting chilled beef, and what
is practically chilled fruit, have careful arrangements pro-
vided, under the control of the refrigerating engineer, so that
the temperature is kept practically at the figures named, in
every part of the hold, or the cold store where the produce
is carried.
What is Necessary for Holding Produce in Cold Store.
There are two distinct operations required for the preserva-
tion of any kind of produce. First the produce, no matter
what it is, must have its temperature lowered to the figure at
which it is to be held while m the cold store. After this has
been accomplished, the heat which passes into the cold store,
through the insulating walls that will be described, and that
may reach the produce from any other source, has to be ex-
tracted and dehvcred, m the case of board ship work, to the
water in which the ship is floating.
The operation of lowering the temperature of the produce
is by far the more important of the two, though as usual in
in matters of this kind, it is necessary that both operations
shall be very carefully carried out, and that the removal of
heat that penetrates into the cold chamber shall go on con-
tinuously during the whole period the produce is held there.
The important thing to remember in the matter of lowering
the temperature of the produce is that it must be done
gradually. In all produce, if a very low temperature be
suddenly applied, the outer skin, or rather the juices con-
tained in the outer skin, and outer layers of the substance of
which the produce is composed, freeze, or at any rate form a
jacket, which encloses the remainder of the substance, the
inside portions being at a higher temperature, and decay being
readily set up. The case oi meat is perhaps the most instruc-
tive. With all kinds of meat, whether it is to be chilled or
frozen, after killing, what is termed the animal heat is first
allowed to escape. In the slaughterhouses, which are at-
tached to the large establishments that now cater for the
wants of the United Kingdom, in cattle and sheep, killing
goes on very quickly, the beasts or sheep, or pigs, succeeding
each other in front of a line of men, as quickly as the men
themselves can perform the different operations necessary.
The animals are killed, skinned, the entrails, the head and
other portions removed ; cattle and pigs are divided in halves
and cattle usually into quarters, all this being done by men
detailed for the purpose, as each animal passes along the line.
After the killing and subsequent operations are complete,
the carcases, halves or quarters of the animals, which have
been hung by hooks from an overhead travelling rail, such
as may be seen in large butchers' shops in most towns of the
United Kingdom, are run into what is called the cooling-
room, where they are subject to a draught of dry air, not at
too low a temperature. In the cooling-room the animal
heat is allowed entirely to escape, and the body of the carcase
is lowered to a temperature of about So^F. The carcases
are then transported to the chilling or freezing-room, the
overhead track rails mentioned above being made continuous
through the killing, the cooling and the chilling or freezing
rooms. In the chilling or freezing rooms, they are subject
to a draught of colder air, the temperature of the meat being
gradually lowered to the figure at which it is to be held.
The gradual lowering of the temperature, as e.xplained
above, is of the very utmost importance.
From the chilling or freezing rooms at the killing station
the carcases are transported in trucks specially built for the
purpose, and thermally insulated, to the shipping port, where
they are loaded into the different holds.
There is a considerable difference in the treatment of mut-
ton, lamb and beef, as partially explained above. Mutton
and lamb, up to the present, have always been frozen, and
are held usually at a temperature of about i/^F. That is to
say, the temperature of the atmosphere of the cold stores
in which they are carried, is held at that figure. The carcases
of sheep and lambs are usually also encased in what is some-
times termed a shirt. It is a coarse linen bag, which per-
forms the double office of protecting the meat from dirt and
mechanical injury and of carrying the marks of the exporter
and importer. Beef which is frozen is handled in very much
the same way, the frozen quarters being usually wrapped in
sacking, which also carries the marks of the exporter and
importer. Chilled beef is usually not wrapped at all. It is
suspended from hooks carried by travelling overhead railways
in the holds of the ships, very much on the same lines as those
in the cooling and chilling rooms at the killing stations.
The process of lowering the temperature of fruit and similar
produce is very much the same. Some fruits, such as apples,
peaches, plums, etc., are wrapped in soft paper, and carefully
packed in boxes or barrels provided for the purpose. Other
Iruits, such as bananas, which are transported in the very
large bunches in which they grow, are merely stacked up
loosely in stalls provided for them in the refrigerated holds
ol the ships. In either case, the fruit is exposed to a draught
of dry air, the temperature ol which is gradually lowered, till
the fruit is at the desired figure. As explained above, care
ot the Iruit is of the very utmost importance in the matter of
cold storage. Bruised fruit should never be earned into store.
A bruise means the commencement of decay, and the bacilli
which are formed in the process multiply very quickly, and
the surrounding fruits will probably be inoculated. It has
oiten happened that one bad apple in a case, and much more
Irequently one bad peach or plum, has reduced the value of the
case ol Iruit to almost vanishing point. It goes without
saying, therefore, that care in handling the fruit duringpack-
mg and during the process of placing it in the hold is of the
greatest importance.
(To be continued. J '
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
197
THE DIONIC WATER TESTER.
%
y777^f=P777^/,VJ^.'.-^////Z^,
[TS^CB
THE detection and estimation of impurities dis-
solved in water has hitherto been carried out
by chemical tests of more or less complexity,
and water testing suggests at once a skilled chemist
and all the paraphernalia of a chemical laboratory.
We have recently had the opportunity of reading a very
interesting pamphlet by Mr. S. Evershed, of Messrs.
Evershed & Vignoles, Ltd., Acton Lane Works,
Chiswick, dealing with a new device called the Dionic
Water Tester, by which an extremely simple elec-
trical measurement of conductivity is substituted for
the chemical reactions hitherto used for the purpose.
The working principle of the apparatus is based
upon the fact, established by Kohlrausch, that the
conductivity of pure water containing any electrolytic
substance in solution is due almost entirely to the
dissolved substance, and only to a negligible extent
to the water itself. Kohlrausch further established
the law that, provided a solution is very dilute, the
conductivity is proportional to the percentage amount
of the substance dissolved in the water. That is to
say, the conductivity is proportional to the number
of ions so long as they can travel freely without
jostling one another. When, therefore, the composition
of the dissolved matter is known, the conductivity of
the solution is a measure of the quantity present in
the water.
Now, while the Dionic Tester is thus able, by
measuring conductivity, to measure with accuracy the
percentage amount of any electrolytic substance dis-
solved in water, it does not, of course, discriminate
between one kind of substance and another ; analysis
alone can do that. But in most instances in which
water testing is carried out for engineering and
kindred purposes, the substance present in the water
is well known, having been ascertained once for all
by analysis, or being inherent in the source of supply.
Such tests are not made for purposes of analysis, but
to find out how much of a known substance is present
in the water ; and in all these cases the Dionic Tester
gives the required answer with a _ rapidity and
simplicity unapproached by any chemical test.
The complete apparatus is shown in Fig. i, where
G is a bent glass tube to contain the water under test,
and A and B are the electrodes for passing the electric
current through the water. The electrodes are con-
nected by wires to a direct-reading conductivity meter
M, and a continuous-current hand-driven dynamo E;
so that by turning the handle W of the dynamo, a
current traverses the meter and the water in the
conductivity tube G. The pointer of the meter is
deflected, and comes to rest at some point upon the
' scale which directly indicates the conductivity of the
water in the tube. The test is completed as soon as
the pointer has come to rest, that is to say, in two or
three seconds.
The tube G is made long enough, and the electrodes
are given sufficient surface, to make the electric
resistance in the parts of the current-path immediately
surrounding the electrodes negligibly small compared
with that of the length of water in the tube. Hence,
gas bubbles may accumulate on the electrodes without
making any observable difference in the measured
conductivity. Moreover, gas bubbles liberated from
the electrodes rise upwards and escape freely at the
igS
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
upper ends of the tube ; they can never diminish the
conductivity by travelling downwards into the path of
the electric current. The electrodes are short hollow
cylinders of platinum, so that they present a large
surface, from every part of which gas bubbles are free
to escape upwards.
It is not necessary to describe the little dynamo.
It is a standard appliance for testing purposes, being
identical with the machine used for testing electrical
insulation.
Referring again to Fig. i, it will be seen that the
conductivity tube is so constructed that by pouring
water into the funnel F, and allowing it to overflow
through the outlet pipes O O, every part of the tube
is thoroughly washed out, and any products of
electrolysis which may have accumulated upon the
electrodes are at the same time swept away by the
water. The air vents V V ensure a steady flow from
each outlet without any syphoning action. A drain
pipe D of pure rubber is provided at the bottom of
the tube for the purpose of drawing off the contents
at the conclusion of a test. Normally, the drain is
closed by a pinch-cock. Water may be left standing
in the tube for days at a time without the slightest
trace of contamination from the rubber finding its way
into the conductivity tube. The only other materials
in contact with the contents of the tube are glass and
platinum.
Fig. 2 shows the tube mounted on a strong teak
stand designed to afford as much protection as is con-
sistent with accessibility, and the conductivity meter
and dynamo fixed inside a bo.\ and once for all con-
nected up to each other and to the terminals of the
socket S, which is fixed on the outside of the box.
The two-pin plug F is permanently connected up to
the electrodes .-V and B by means of a short length of
well-insulated twin -flexible cable : hence all the user
has to do in order to connect the tube to the meter is
to push the plug into the socket.
We have had the opportunity of witnessing a most
complete demonstration of the merits of the apparatus,
and the results are such that they will, we feel sure,
greatly interest any of our readers to whom the
purposes of the invention appeal. The first experi-
ment was commenced by testing the conductivity of
distilled water which showed 3 on the scale of the in-
strument, and the amount used was about one-eighth
of a pint. The water was drawn off again and then
stirred with the finger, in which operation a certain
amount of saline matter was taken up from the
perspiration from the finger. The water was then
returned, when the indicator stood at 6'5, showing the
extreme sensitiveness of the test. Again, the experi-
ment was repeated with fresh distilled water to which
one drop of sea water vi'as added, the addition being
in the ratio of i to 1300, when the indicator showed
41, a most striking result when one remembers the
small amount of salt in the one drop of sea water. Of
course, for testing the amount of salt in boilers or con-
densers the liquid tested is suitably diluted with distilled
water to come within the range of the instrument.
As a means for testing the purity of drinking water
on board ship, the instrument is invaluable, and, we
think, should have a wide scope for this purpose
alone.
We understand that the apparatus is the invention
of Messrs. Digby & Biggs, of Westminster.
LIVERPOOL MARINE ENGINEERS AND
NAVAL ARCHITECTS.
THE annual dinner of the Liverpool Marine Engineers
and Naval Architects was held on December loth,
presided over by Mr. J. A. F. Aspinall, and the guests
included leaders of the shipping lines of Liverpool. Professor
Watkinson, in proposing " The Steamship Trade of Liver-
pool," referred to the advances made in a century of progress,
both in railway and steamship lines, which, combined, had
been the means of bringing increased comfort and happiness
to the people. The enterprise characteristic of the Cunard
Co. and of the White Star Co. was commented upon, the largest
and the fastest steamers being products of this. The tonnage
of vessels registered in Liverpool in 1800 was 1,500,000 ; last
year it was 17,000,000. There had been several developments
in connection with propelling machinery during recent years,
and others were coming forward. He gladly intimated that
the Guild of Help had been doing good work and was pros-
pering in connection with their Society. Mr. H. A. Sanderson,
in responding, said the shipping trade was as the life blood
of the nation, and ever\' one on whom its interests depended
should therefore do his best to maintain and develop it.
The efforts made and being made to uphold the position of
Britain as the maritime nation showed that those responsible
for the advancement of the leading lines were alive to the
necessities and requirements of the day. Shipowners were
instrumental to a great extent in adding to the prosperity
of the people and contributing to the peace of the world
by providing means of intercommunication, among nations,
and in doing so they were indebted to the engineers for the
hearty support given by them in their own special lines of
duty. The changes and improvements projected in engin-
eering practice were sometimes embarrassing to the shipowner,
as up-to-date steamers soon became obsolete when a more
suitable type of machinery was produced ; no doubt this
was accentuated by the keen competition. The rates were
now so low and the luxuries provided for the fastidious
traveller of to-day were so great that shame might bring a
blush to the would-be passenger as he booked his passage
and paid so small a fare. " The Liverpool Marine Engineers
and Naval Architects " toast was proposed by Mr. A. A.
Booth, who expressed pleasure on being present at the
gathering and having so congenial a duty. From a business
point of view he discussed the changes and developments
which had taken place in propelling machinery, from the
sunple engine to that of the present day. Each change,
wliich gave more economy, was adopted on commercial
considerations arising out of the probable gain against addi-
tional space occupied and weight, with less carrying capacity.
The question of speed was an important and determining
factor in some cases, but other considerations swayed in
others. The most profitable unit of transport varied according
to the particular trade. The internal combustion engine
was spoken of as the engine of the near future ; it might
be so for certain types of ship, and probably only for them.
The profitable transport unit was growing larger as time
passed on, and the ship of 1000 ft. length and 70,000 tons
displacement was nearer. The limitations of ports, harbours
and docks hampered the shipowner until the authorities
bestirred themselves to provide for the larger vessels, and
this they had done and were domg for meeting future needs.
Mr. E. C. Given responded and acknowledged that the
complex questions which the marine engineer and naval
architect faced were many and great, while the results of
their work were very important. Added to the main and
auxihary machinery for propulsion, the enormous meat-
carriage by refrigerating came under the care of the marine
engineer, and it was his pride to do his utmost to meet the
demands made upon him, demands which were often like
to pressing a quart into a pint measure. Mr. Willett Bruce
proposed " The Guests," and said it was gratifying to see so
many distinguished guests at their table. Professor W. S.
.Abell, in responding, referred to the service rendered to the
science of naval architecture by the Elder family, and to
the experimental tank to be established at the Liverpool
University. " The Chairman," proposed by Mr. A. S.
CoUard. was responded to by Mr. Aspinall, who advocated
the claims of the university upon shipowners and all inter-
ested m the progress of marine engineering and naval archi-
tecture.
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
199
THE WILLCOX-RAMONEUR SOOT RE
MOVING APPARATUS FOR MULTI-
TUBULAR BOILERS.
THE experiments which have been made by engi-
neers in charge of land boilers ha\e gone to prove
the value of clean heating surfaces, both in regard
to greater ease in raising steam and higher efficiency of
the steam producer, with consequent economy of fuel.
Taking the economy of fuel into consideration it has
been found as a result of trials made with a view to
done with the boilers out of office, as and when they
can be dispensed with for the purpose. The cleaning
of tubes, whether of the water tube or the smoke tube
type, offers a readier solution than the cleaning of
back ends, and for this several means have been pro-
posed. The ordinary method of brushing and scraping
the tubes at ports of call where time admits, involves
longer intervals than are desirable to those who wish to
keep the tubes clean. Recognising this, not a few
schemes have been tried, and among them is found
an excellent one, based upon an extended experience.
Air is forced through under pressure by a jet of dry steam.
P
ggjj3g£
•\Jy the'Willcox- Ramoneur e^
TUBE CLEANING
APPARATUS
FOR REMOVING SOOT 2j ASHES
mm
.<f^
Works with hot air under pressure.
determine the saving of fuel due to scraping and
cleaning the heating surfaces periodically, that the
labour expended is more than compensated for by the
increased efficiency of the boiler, while the saving in
fuel is a considerable financial credit to the working
expenses. The formation of soot on the heating sur-
face is detrimental to efficiency and economy, and its
removal is a matter which has exercised the minds of
those in charge of boilers and of the inventive facul--
ties of those who would fain introduce an apparatus
to do by mechanical means, while the boilers are
under steam and at work, what has frequently to be
namely, the Willcox-Ramoneur Hot-Air Impelled
Tube-Cleaning Apparatus. The use of direct steam
for cleaning tubes is objectionable for two reasons.
It causes a loss of fresh water, apart from the loss of
steam, and it is bad to have damp surfaces, the ten-
dency being to cake the soot and add to the difficulty
of removing it, corrosion is also induced. The
apparatus illustrated uses steam, but only as an
impeller ; the formation of the nozzle is such
that a large body of warm air is induced from
the smoke box in the proportion of i steam to
10 air, to be ejected with the velocity of the steam
200
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
through the tube in the ordinary marine, or around
the tubes in the case of the water tube boiler, thus
removing all soot from the tube heating surface. The
operation can be accomplished speedily, and without
interfering with the fires; trials have shown that 80
tubes can be blown through and cleaned in five minutes.
It will be seen from the illustrations that the apparatus
admits of easy manipulation, the steam is carried by
means of flexible tubing to the apparatus on which is
an adjustable valve to operate the flow by hand, the
nozzles are made to suit the different classes of boilers
at the delivery end to get the best effect. The
"Ramoneur" specially appeals to marine engineers,
as by making use of such the tubes of the boiler can
be kept perfectly clean throughout the voyage, causing
a great saving in fuel and an improved efficiency of
the boiler. We are informed that owing to its success
the British Admiralty have adopted the apparatus,
also several leading shipbuilders and engineers in this
country and Colonial and Foreign Governments. The
principal of the working of the " Ramoneur" is that
SCHOBERT'S PAINTS.
The " Ramoneur " in operation on a Marine boiler,
although steam is taken from the boiler, yet it only
acts as an impelling force. This steam is mixed with
ten times its volume of hot air from the surrounding
flues, and thoroughly dried, and by the special con-
struction of the conehead this mass of hot air is
passed through the tubes in a whirling motion, clear-
ing away all soot and other loose deposits. An important
advantage which will iminediately commend itself to
engineers is, that the cleaning is done whilst the
boiler is under steam. From the actual results
obtained by all classes of users, this apparatus no
doubt fills a long-felt want, and it has proved itself a
great saver of time, labour and fuel. Messrs. Willcox
will send an apparatus to any user of multitubular
boilers for trial, so that the users may be thoroughly
satisfied with the results, and should note that there
are no sensitive parts to get out of order.
H.M. Battleship-Cruiser " Lion." — Copies of the original
drawing of this fine war vessel may be obtained from the
Publisher on plate paper, signed by the artist 2/- post-free,
framed 4/6.
ANEW combined anti-fouling and anti-corrosive
composition is now being put upon the market
by Messrs. Schoberts, 150, Leadenhall Street,
London, E.C. It is claimed that only one coat
of the composition is necessary, and that a ship
after having been painted can go at once into the
water. In tests as to the existence of any galvanic
action being set up on contact with sea water, it has
been stated by Professor V. B. Lewes of the Royal
Naval College, Greenwich, that Schoberts claim that
their composition cannot set up any corrosion by any
galvanic action ; the vehicle in which the poison is
painted on a ship plays as important a part as the
poison itself. We understand that this absence of any
galvanic action when the paint of the ship comes into
contact with sea water is owing to the fact that copper,
mercury or antiinony, or compounds thereof, are
entirely absent froin the composition. Experience has
shown that no corrosion takes place, and that the
fouling of the ships' plates after long immersion is
minimised to the least possible minimum. We have
had the opportunity of reading some of the reports
made by British shipowners, and it is quite clear that
their testimony goes to show that no fouling at all
takes place, in fact on some voyages in which a ship
has visited some of the worst fouling harbours in the
world there was no grass on the body of the ship, and
only some shell gravel on the bottom, which latter on
being scraped has shown quite a clean surface of
paint, and in addition there were no signs of corrosion
and pitting, which were very prominent when the ship
was originally painted with compositions other than
Schobert's. This firm also sell a de-oxidizing paint
for painting the hold and deck fittings, as a protecting
covering for iron or steel exposed to severe oxidizing
influences. This paint spreads very well under the
brush, and one ton of such paint is about two hundred
gallons. In order to show the comparative merits of
this paint with another well-known paint, a test was
recently carried out under which the inside of a ship
was painted by Schobert's composition and by a com-
position by another maker, each maker painting
half of the ship, the result showing that 9 cwts. of
Schobert's paint was used, of which one coat was
found amply sufficient, while over twice as much was
used of the other paint, two coats being found necessary.
Some three years ago a gasometer was painted with
this paint, and this year was examined, when it was
found that the iron had been perfectly preserved, both
inside and out. We understand that a new London
factory is being built by Schobert's to enable them to
cope with the ever increasing demand for their
productions. It is claimed by the manufacturers that
all other ship paints contain either copper, mercury or
antimony, which when in contact with sea water
convert the ship into a huge galvanic battery, with the
result that heavy corrosion sets in. These products
appear to have been carefully tested and to have come
through their examinations with satisfaction to the
exploiters, and we trust also to the inventor himself.
The United States Metallic Packing Co., Ltd., have
received from the authorities at Buenos Aires, information
that a gold medal has been awarded to them for their exhibit
of packing.
January, 1911. THE MARINE ENGINEER ^ND NAVAL ARCHITECT.
201
CLYDE SHIPBUILDING FIRM'S
CENTENARY.
MESSRS. WILLIAM SIMONS & CO., Ltd.,
Renfrew, this year celebrate their centenary
as a shipbuilding firm, and on December loth
they entertained their staff and a number of business
friends at dinner in St. Enoch's Hotel, Glasgow.
Mr. William Brown, M. Inst. C.E., Chairman and
Managing Director of the Company, and Mr. Walter
Brown his co-managing director, were presented with
illuminated addresses, expressing the respect in which
they are held by all their employees, and con-
gratulating the directors on the centenary of the
indeed be quite new to many to learn, that behind the
fifty years of specialized dredger-building, there lies
a most interesting story of ship-building, at Greenock,
Montreal, Whiteinch and Renfrew, in which, variety,
new departures and notable success are features.
The record of work accomplished since the establish-
ment of the business by Mr. Wm. Simons, senior, at
Greenock, in 1810, embraces sailing ships, racing
yachts, fighting frigates and gun-boats for the British
Navy, passenger steamers for ocean services, high-
speed river and channel paddle steamers, and more
particularly, for many years, marine dredging plant of
all kinds. Of dredgers alone, since the works were
removed to Renfrew the firm have constructed
upwards of 200 vessels, ranging in hopper capacity
Mr. Wm. Brown, M.I.C.E.
Company. Although having a record of continuous
work as shipbuilders for the hundred years, the
locale of operations has not always been the present
works at Renfrew. Indeed, for a time at the
beginning, the venue was not on the Clyde at all, but
on the St. Lawrence, near Montreal, Canada. The
firm, however, have occupied their present works at
Renfrew for over fifty years, during which they have
specialized in the construction of dredging craft of
all kinds, producing dredgers and barges of a variety
of types for many of the leading ports of the world,
and introducing into their design and construction
ingenious features of novelty to meet the particular
conditions and the nature of the work to be
accomplished.
While the reputation of the firm as dredger builders
is world-wide, it is not so well-known, and may
Walter Brown, M.I.N. A
from 150 to 3000 tons, and having a dredging capacity
of from 100 to 12,000 tons per hour.
The firm have seldom been busier than at the
present time, their building stocks and engineering
shops being occupied with dredgers and dredging
plant of varying type for a wide area of destination.
Their woodworking departments— re-constructed and
re-equipped after the serious fire of several months
a^o are being brought into complete working order.
To keep in the van of shipbuilding progress, the
whole works are now equipped with electricity
for power as well as lighting. The supply of
electricity is taken from the generating station of the
Clyde Valley Supply Co., at Yoker, on the opposite
side of the Clyde. The yard central power station
includes a high-chamber, containing the large
static transformer for the reduction of the high-
202
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
pressure current of the Supply Co. It also
contains three sets of motor generators ranging from
75 to 250 kilowatts. There are two switch-boards, one
for distributing alternating, and the other continuous,
current motors for both systems installed in con-
nection with the main drives of the shipyard and
of the engineering and other shops. In the building
yard all the lifts, including the various winches, are
electrically driven. The power station also contains
two compound Ingersoll-Rand air compressors of
ample capacity for supplying all the pneumatic tools
in the establishment.
THE FLEETS OF THE MAIL LINES.
[From our Own Correspondent.)
The Royal Mail and its Chairman.
THE feature of the year 1910 in shipping matters has
surely been the activity of the Royal Mail Steamship
Company and of its chairman, Sir Owen Philipps.
That gentleman assumed the chairmanship of the Company
but seven years ago, when it confined its activities to the
West Indian, Brazilian and River Plate trades, having a
fleet of about 90,000 tons of shipping contained in single-
screw ships of which the largest did not exceed, say. 5000
tons. Now in its own special business it has five ten-thousand
ton vessels of the most improved twin-screw type, with a sixth
on the stocks at Belfast. By the end of the year 1 909 it had
eaten up the Forwood line to Morocco, had a dash at the
.Australian trade with the Orient Company, and had a slice
of the Shire Line to take it into the Far Eastern trade. But
in 1910 it really began moving ! Early in the year Sir Owen
Philipps, in conjunction with Lord Pirrie, took over all the
diverse interests of the late Sir Alfred Jones, Sir Owen be-
coming chairman of a new limited company, Messrs. Elder,
Dempster & Co., Ltd., to carry all those various properties.
This gave him the direction of a new fleet of no less than
344,000 tons of steamships, and also gave him the entry into
the West African trade, the banana trade to Jamaica, and
made him a mill-owner, banker, hotel-keeper, underwriter
and merchant as well as a shipowner. Then on behalf of
the Royal Mail itself he bought the whole of the share capital
of the Pacific Steam Navigation Company with a fleet of
177.000 tons — paying a million and a third in a single cheque.
It might have been supposed that the digestion of these two
huge meals would have taken some little time. But already
there has taken place a fresh absorption, this time by the
Elder. Dempster Company. It was announced early in
December that that firm had obtained a controlling interest
in the Glen Line — Messrs. McGregor, Gow & Co. It was only
in .\ugust, 1910, that this Company was registered with a
capital of a quarter of a million sterling to take over the fleet.
There was no public issue. At that time there seems to have
been a fleet of nine vessels under the company's management.
They were ; —
Year „ u Gross
, .,, Builders .
built. tonnage.
1. Glenesk 1891 R. Stephenson. Newcastle 3524
2. Glenfarg 1894 London and Glasgow Co.,
Glasgow 3647
3. Glenlochy .... 1896 London and Glasgow Co.,
Glasgow 4654
4. Glenlogan .... 1896 Workman, Clark & Co.,
Belfast 6723
5. (ilen Turret .. 1896 London and Glasgow Co.,
Glasgow 4696
6. Glenroy 1 896 London and Glasgow Co. .
Glasgow 4901
7. Glenavon 1901 Swan, Hunter & Wigham
Richardson, Newcastle 4262
8. Glcnearn .... 1905 Swan. Hunter & Wigham
Richardson, Newcastle 4461
9. Glenstrae 1905 Hawthorne, Leslie & Co.,
Newcastle 47 1 8
Of these ships the Glenearn and Glenavon were recently trans-
ferred to the EUerman Line. They had previously been
purchased from the Hall Line of Liverpool. Thus the actual
fleet transferred to the new management consists of seven
vessels comprising a total of 31.978 tons. The Glenlogan
was formerly the Dentnn Gran<^e of the Houlder Line.
The Union-Castle Line.
It is an ill wind that blows nobody any good, hn outbreak
of cholera at Madeira has made it advisable, in the opinion
of Messrs. Donald Currie & Co., for their mail steamers to dis-
continue their usual call at Madeira, and so by arrangement
with the British and South African Governments both the
outward and homeward mail steamers will visit one or other
of the two ports. Las Palmas or Tenerifle instead of calling,
as is their custom, at Funchal. The run to the Canary Islands
will be made in about four days from Southampton, and no
doubt the Fortunate Islands will be rendered even more
attractive this winter by the additional facilities thus afforded
to the tourist and the business man.
The "Mauretania."
The Cunard Company undertook a big thing when they
announced that the Mauretania should be their " Christmas
.ship " from New York this winter without any change being
made in their published westward itinerary. For this meant
that, sailing as she did from Liverpool in her appointed turn
on Saturday, the loth December, she would have to leave
New York on her eastward run just seven days later. Having
made up their minds that the thing could be done the big ship
was announced to leave her pier at New York at 6 p.m. on
the 17th December, and on that understanding passengers
were booked until the ship could book no more. Knowing
that she would be driven for all she was worth on the outward
run some passengers actually arranged to make the round
trip in her to share in a unique e.xperience. Vast prepara-
tions had to be made to get the ship turned round at New
York in the schedule time, which — on the hypothesis that
she would do her 26 knots all the way out and land her pas-
sengers on the evening of Thursday, the 1 5th December —
meant a stay of but forty-eight hours in the Hudson. For
the outward run extra stokers were shipped in order that
a full load of steam might be carried all the way. Sailing in
due course, she was reported as leaving Queenstown at 9.55
a.m. on the morning of Sunday, the iith December. De-
cember often is favoured with calm weather on the Atlantic.
But it was not so this year. Whilst the Mauretania was forc-
ing her bows into the Atlantic head sea the coasts of these
islands suffered from a gale which lasted the best part of a
week, and did damage of an unprecedented character at
Dover. Shoreham and other British seaside places, dis-
organizing the Ostend and French services, and breaking
up the wreck of the big sailing ship Preiissen, which had
withstood some weeks of buffeting under the Kentish cliffs.
On the morning after her departure from Queenstown the
Mauretania in 51 N. Long. 21 W.. passed through the centre
of a very deep cyclonic system. At 7 a.m. on that day the
wind being then light — after a strong S.S.W. gale three
hours earlier — the barometer fell to 28.04 inches. A violent
westerly and north-westerly gale followed, and was endured
during nearly the whole voyage, the wind being said to have
a velocity of sixty miles an hour when she was off the Ameri-
can coast. Nevertheless the Cunarder made a remarkable
crossing. Her daily runs were : —
Distance
To noon on Monday, the 12th ..
Tuesday, the 13th . .
,, ,, Wednesday, the 14th
,, ,, Thursday, the 15th .
,, I a.m. Friday, i6th
Her total distance steamed was 2780 miles, the mean speed
of the run being 23.90 knots, and her time four days, 20 hours
and seven minutes. A wonderful performance under the
conditions, but at the same time something considerably worse
than those interested had a right to anticipate I She arrived
in a hard frost and brilliant moonshine. Thus exceptional
treatment could be meted out to her. She at once made for
her dock, the heavy westward mail being shot into the postal
tenders as she moved slowly up the harbour. At 4.30 a.m.
she docked and ten minutes later her passengers began to
land. She was moored in such a way that coaling could be
effected from both sides. At 6 a.m. the heavy task of putting
the needful 6500 tons of coal into her bunkers to carry her
back to Liverpool was commenced, whilst the westward
steamed.
Speed.
587 ..
23.37 knots.
S16 ..
20.72
639 ••
25.56 ,.
635 ••
25.50 ,.
340 ..
24.84 ..
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT^
203
cargo amounting to some 800 tons was still being got out of
her holds. An immense quantity of " hotel linen " — table
cloths, serviettes and bed linen — was sent ashore immediately
on her arrival and returned by the contractors in ample time
for her departure. In nine hours the first four tliousaud tons
of coal was shipped and it then became apparent that the
big task was well in hand. Indeed it was completed by
II a.m., just an hour after the last of the stores were taken
on board. Then came the mail amounting to 3718 sacks,
and the passengers numbering in all some 1720, of whom
400 were in the saloon. At the appointed time she cast off
from her dock, and passed away to the Atlantic, having
accomplished the turn round well within the 37^ hours to
which the fury of the Atlantic had reduced her limit. This
was a triumph of organization of which the Company may
well be proud. It was easy enough, for example, to deal in
a couple of days, as often was done, with the liners of an
earUer date such as the Inman liner City of Berlin, which
burnt in the whole crossing not more coal than the Maure-
tania consumes in a single day. The Cunard achievement
has been no doubt a costly business, but it has been a grand
advertisement, and it must be remembered that when ships
lie in dock interest and depreciation are still mounting up.
It is assuredly better — so long as due time for overhaul is
afforded — to keep them working as much as possible and so
earning money to meet the vast expenditure which charac-
terizes everything connected with these monsters.
.At 10.22 p.m. on the 22nd December the Mauretania
completed her task by arriving at Fishguard one hour and
thirty-eight minutes inside the time limited to her by
Captain Turner, her commander, on leaving New York.
Eastward her daily runs were —
To noon on Sunday'the iSth December .. 387 knots.
Monday the 19th December .. 582
Tuesday the 20th December . . 572
Wednesday the 21st December.. 578
Thursday the 22nd December . . 580
To 10.22 p.m. Thursday 22nd December . . 108
Total distance run, 2,807 miles ; mean speed 25.07 knots.
Passage 4 days 15 hours 57 minutes.
The New Cunarder.
It has now been announced that the contract for the
50,000 ton Cunarder has been placed with Messrs. John
Brown & Co., of Clydebank, who have constructed the
Lusitania and so many other famous ships for the Cunard
Company. It is believed, however, that another contract
for a similar ship will not be long delayed, and it is practically
a foregone conclusion that when it comes it will be placed with
Messrs. Swan, Hunter and Wigham Richardson, who have
been equally successful with the Clydebank firm in supplying
the requirements of the premier .\tlantic Company.
The Shipping Rings Commission
does not seem to have satisfied the various colonial govern-
ments interested in mail carriage. The Straits Settlements
and the Malayan Government are legislating in regard to this
matter, whilst the United Government of South Africa are in-
troducing a bill for the consolidation of the postal laws of
the various federated States. This bill will contain a clause
prohibiting the conclusion of a mail contract with any ship-
ping combination whose operations are, in the opinion of
the Governor-General in Council " detrimental to the interests
of South .African trade," or " which maintains a system of
rebates compelling exclusive shipment by vessels of the
combination." The South African Government is quite
within its rights in passing such an Act as is here outlined.
But if it does it will have an expensive lesson in political
economy. For it will find that if it prevents its contractors
from obtaining a due amount of money from shippers for the
maintenance of its mail service it will itself in the end have
to find proportionately more money for its postal contract,
or will have to suffer by getting an inferior service to that
which it now obtains.
The Regulations for the Prevention of Collisions
at Sea.
Certain additional regulations are now under official con-
sideration. They are intended to provide towing signals, a
universal distress signal, a signal for motor boats — which at
present (owing to the absence of funnels) may easily be
confused with sailing vessels ; and for ships carrying ex-
plosives.
THE INTERNAL COMBUSTION ENGINE.
PART II.
By Mr. William P. Durtnall (Member).
Continued from page 158.
.As a means of all these readings the indicator diagram
shown at Fig. 13 was constructed. The vertical line is gradu-
ated to give the pounds per square inch, and from the diagram
it can be seen that the compression was carried up to 75 lbs.
per square inch, the ignition taking place considerably before
the end of this compression stroke, and the pressure rising
606
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Fig- 13-
very rapidly to about 450 lbs. per square inch when just over
the top centre, as it should be. The enormity of this pressure
can be better appreciated, perhaps, when given as a total
weight on the piston, the bore of the cylinder was 4 in. and
the area equalled 12-56 square inches, and therefore the total
pressure on each piston is roughly 2 tons. The diagram also
shows the fall of pressure during the working stroke, and the
slight rise and fall above the atmospheric pressure during the
exhaust and suction strokes. -At the beginning of the suction
stroke, for instance, the piston is being pulled along at an
ever-increasing rate, whilst the crank travels through approxi-
mately 90 degrees. Then until the end of the stroke the
piston tends to keep on moving, and has to be retarded and
brought to rest by the crankshaft; in other words, the inertia
of the piston and parts moving with it is retarding the crank
during the first half of each stroke, and urging it on during
the latter half. The pressure in the cylinder and the force
necessary to accelerate the piston have both been taken into
account in the torque diagram for the single-cylinder engine.
The turning effort in Fig. 12 is shown in inch-pounds. For
example, at point A, 400 inch-pounds represents a pressure
of 200 lbs. on the crank pin, tangential to the crank arm, and
acting at a two-inch radius. The thick horizontal line re"re-
sents the average turning effort during the four strokes, which
constitute the cycle (it was a four-cycle engine) ; it also shows
the effort of the inertia of the piston in giving negative and
positive turning efforts at the beginning and end of the
strokes. At the end of the compression stroke instead of
getting a large negative turning effort, on account of the in-
creased pressure in the cylinder, it will be seen that the
torque has only a small negative value. This shows that the
inertia of the piston coming to rest at the top of the stroke
is nearly sufficient to compress the charge, also, when the
crank is on the dead centres, there is no turning effort. It
IS from this diagram with its large variations that we must
start and endeavour to obtain that which is absolutely
essential, i.e.. a constant torque with the internal combustion
*Read before the Institute of Marine Engineers on Monday,
the 28th November, 1910.
For Part I. see October issue of The Marine Engineer and
Xaval Architect.
204
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, igii.
engine, so as to avoid those things that have been previously
dealt with as regards vibration, etc. The dotted line in the
four-cylinder engine figure is found by superimposing four
of these diagrams, corresponding to four cylinders with cranks
at 1 80 degrees. It is not fair to compare the diagrams for
four and six cyl nders for the reason that the cylinders being
all of the same size, the six-cylinder engine will be giving
one-and-half times the power of the four-cylinder engine.
-EXHAUST ( rt/lL STftOHt )-
i'lg. 14.
therefore each vertical height of the dotted line has been
increased one-and-half times to the full line, corresponding
to the larger pistons to equalize the powers of the two engines.
The interesting point to be noticed is that with the si.x-
cvlinder engine there is always a positive effort ol at least 700
inch-pounds, on the crank-shaft, and that at no point of the
cycle does it approach zero. With four cylinders and with
cranks at 180 degrees, there must be of necessity four points
in the cycle of operations (when the cranks are on dead-
c;ntres) at which there is no turning effort.
that can be written about them, and the total inch-pounds
is given for convenience. The foregoing is an illustration of
what has to be studied and taken into consideration by those
engineers who may be considering the application of the
internal-combustion engine for marine propulsion, of large
powers, and in the writer's opinion, these will have to run
at high revolution speed in order to get the power into the
space, also electrical power transmission will have to be used,
in order to get the best commercial results for the reasons
already explained. The lack of efficiency has been pre-
viously noted and one way of correcting this will be to design
the engines on other lines, such as, for example — assuming
that the compression chamber of engines is at present, say,
equal to 25 per cent, of the space or sweep of the piston and
clearance, and assume that it is equal bore and stroke
ratio, that is to say, 6 in. by 6 in., design the new engines
with a bore of 6 in. and 12 in. stroke, let the compression
chamber remain the same, and design the induction valve
gear so that the incoming gas will be cut off at half stroke,
then when the piston returns and compresses this charge, it
will have the same maximum compression as the first men-
tioned engine. We wiTi assume that the ignition takes place
in the usual form as explained above; the pressure will at
half the out stroke be the same as that of the former engine ;
now as both engines have received the same amount of gas,
they have thus far delivered the same amount of work. The
first engine exhausts at this point, but the second has still a
charge of perhaps 60 lbs. per square inch, multiplied by four
times the compression space. Owing to this fact the pressure
will fall very slowly during the remaining part of stroke of
the new engine, which is 12 in. instead of 6 in., as in the first
engine, and there being no compression pressure to subtract
from it, for the simple reason that the compression did not
begin before the piston reached half through the compression
stroke, as explained. Hence the last part of this stroke is
very efficient and the work got for nothing, so to speak, as
t-ig. 15.
The four-cylinder diagram shows also four other points, at
which the torque has only a very small positive value, namely,
less than 200 inch-pounds, which is accounted for by the
retarding force of the pistons when being accelerated, after
the effort of the explosion has passed. Had this diagram
been constructed for any other pistons than the extremely
light ones such as arc used on petrol engines of the Napier
type, it is extremely probable that at this point the torque
would have had a considerable negative valve. The next
rise in the torque is due to the forward pressure of the pistons
when nearing the end of the stroke. A comparison of the
two diagrams will be far more convincing than anything
compared with some of the existing types of engines. This
is well worth the attention of designers of internal-combustion
engines, as it is certain that we have no lo.sses to allow for due
to compression, for this added power, nor the loss due to large
leakage and heat losses under the high pressure and tem-
perature at the beginning of the working stroke. Taking
these facts into account the design of this engine would do
at least 25 per cent, more efficiency for a, given amount of fuel
than the engines that have equal stroke and bore and the
valves arranged in the ordinary manner. The output of this
engine would be only perhaps two-thirds of the work obtained
by the other method, but the efficiency and power may be
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
205
further increased by raising the compression, for the higher
point of compression is reached so much later in the stroke,
that the point of self-ignition will be nearer the dead centre.
Seetionoi Elevation
COMBUSTION ENGINE
a nt H. » iix <
Fig. 16.
The average temperature is lower and better suited for
marine work, owing to the consequent reductionin the amount
of circulating water required. The dimensions given are only
for convenient illustration, they will, however, serve to point
out a method that is being investigated, and so far as the
In the early part of this paper reference was made to the
type of engme most suitable for large powers, such as will be
required for the propulsion of large war and other ships. An
interesting example of one is from an inventor in America
who has been working on the subject of the Brayton cycle
and has constructed, an engine shown in Fig. 1 5. The side
view gives the separate compression pumps and inter-cooler
as seen.
Fig. 16 shows a side section of this interesting engine, which
in the writer's opinion has a great future before it. Fig. i;
shows the engine head-on, it will be seen the method adopted
for the driving of the pumps from the crank shaft {Fig. 18)
is a plan of the engine showing the small inter-cooler and
general lavout. Fig. 19 shows the cycle and apparatus in
diagram ; it will be noticed that this engine is fitted with air
compression reservoir enabling the engine to be started by
means of a valve similar to the method adopted m steam
Fig. 17.
matter has gone shows that the idea is not so far wrong
and that views expressed that the internal-combustion
engine will in the early future be greatly improved both from
thermal and mechanical points of view. Fig. 14 gives some
idea of the diagram that may be found on such an engine.
engines. Fig. 20 shows the type of low voltage ignition that
has been adopted in this engine, which is more than likely
to have a future use in engines of large powcr_in this country.
Volume
Temp.
Press:
F
0.728
250.0
993
H
/.66
2SO.O
1/22
R
2.^0
2500
1622
B
^.9-S
250.0
3000
C
/8.0
395
/S90
D
I8.0
19-7
7/8
£
12387
197
993
Fig. 21.
Fig. 21 shows the constant pressure combustion diagram of
cycles for this engine, which it will be observed is very similar
to that of the Diesel. The engine operates on the two-stroke
cycle and much more will be heard of it in the early future.
The valves are similar to those used in superheated steam
practice, and the engine has stood some remarkable tests
very satisfactorily. In the interests of this Institute, coupled
with the great British shipping industry, it is hoped that the
preceding notes may be of value and that those who have
neither the opportunity nor the time to study this problem
of the future of sea transport, will find something that will
further their knowledge on the subject. Should this be so the
pleasure he has had in going into many details in order to
lay these scant notes before the members will be greatly
enhanced.
Figs. 18 and 19,
The author wishes to express his acknowledgment of the assistance be
has received in the preparation of this paper from the following : — ** The
Motor," "The Motor Boat," "Engineering News." "Self-Propelled
Vehicles" by Mr. J. E. Hfmans, and Mr. F. S. Edge's paper read before
the Royal Automobile Club, The Diesel Engine Co., The M.A.N. Diesel
Engines, The Griffin Engine Co. and The Lamplongh Engine Co.
206
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, igii.
NAVAL MATTERS— PAST AND
PROSPECTIVE.
{From our Own Correspondent.)
Portsmouth Dockyard.
DURING the month a large quantity of material has been
received for our new ship, and preparations are being
made so that when the keel plates are once laid pro-
gress will be fairly rapid. Beyond the fact that the vessel
is to be a battleship longer and wider than the Orion nothing
very much is known, at least outside official circles. It is
reported, though nothing is known officially, that the King
and Queen will pay us a private visit about January 17th,
and that they will remain on board the yacht Victoria and
Albert. The visit, it is said, is to last several days, and their
Majesties will probably inspect the naval establishment.
Hopes are entertained that the Queen will lay the first keel
plate of the new battleship, which, it is confidently believed,
will be named in honour of Iving George. His Majesty's
yacht, the Victoria and .4lbert, is at present undergoing an
extensive refit and overhaul, but she will be out of hand by
the middle of January, so that should their Majesties pay the
anticipated visit the vessel will be ready for them. We
had a visit at the beginning of December from Mr. J. Mar-
shall. C.B., the Director of Dockyards, who conferred with the
admiral-superintendent and the principal officials of the yard
as to the programme of work to be carried out in the coming
financial year. The battleship Neptune has carried out her
acceptance trials in a most satisfactory manner. She is now
being prepared for commissioning, and is to be out of hand
by January 19th. The vessel was laid down on January
19th, 1909, so that it will be exactly two years from the time
of her being begun until she hoists the pennant. The Neptune,
as anticipated in this column some time back, is to be the
flagship of the next Commander-in-chief of the Home Fleet,
who is to be Vice-Admiral Sir Francis Bridgeman. Although
the First Lord of the Admiralty has stated that there is
plenty of docking accommodation in this yard, it is only by
working day and night shifts that the periodical docking
of vessels can be kept under. This has been going on for
some time past, and the difficulty is getting more acute,
owing to the increasing number of destroyers and sub-
marines. Shortly after midnight on December 5th a fire
broke out in a joiners' shop in the yard, but the dockyard
police with the fire apparatus were soon on the spot, and
parties of seamen were landed. They succeeded in ex-
tinguishing the fire in less than a couple of hours without
very much damage being done. An order has been received
for the steam collier Mercedes to be fitted with the Metcalfe
system of coaling at sea.
Devonport Dockyard.
The cruiser Lion is making rapid progress and the work ol
placing in position the armoured plates forming the broadside
protection of the vessel is well under way. The work on the
upper deck is also proceeding apace and the super-structure
IS beginning to assume a shapely appearance. The under-
water work, consisting of the boring out of the main shaft
and rudder bearings, is practically completed, and work in
the engine and boiler rooms is well advanced, so that in a
short time everything will be ready for the reception of the
powerful turbines. The three enormous funnels are nearing
completion, as are also the twin rudders, and altogether the
vessel looks as if she had been under construction for a much
longer period than thirteen months. Preparations are being
made for laying down our new battleship on the slip from
which the Lion was launched nearly five months ago. The
ceremony will take place during the second week of January,
but we shall not be so fortunate as our friends at Portsmouth,
who are expecting the Queen to lay the keel plate of their
new battleship. The trials of the cruiser Indefatigable,
which have been carried out up to the time of writing, have
been remarkably successful, and there seems no reason why
.she should not be ready for the pennant by February 23th as
ordered. With regard to refitting work, the cruiser High-
flyer has been completed and leaves immediately for Chatham
to take up duty in the Nore Division of the Home Fleet, and
the battleship New Zealand has been taken in hand for her
annual overhaul. In consequence of a serious breakdown
in her steering gear the battleship Commonwealth has again
been taken in dockyard hands. She is to have a new set
of steering fittings and pistons, and it is expected that she will
be completed by the end of January. The Kestrel, of the
Fifth Destroyer Flotilla, having been ordered to undergo
a refit at Gibraltar, left for that port at the end of November
under convoy of the battleship Swiftsure, which had been
home to recommission. On arrival at Gibraltar the crew
of the Kestrel was transferred to the Mermaid, which has had
a refit there, and the latter vessel is to return here under
escort of the Triumph, which is coming to England shortly
to pay off and recommission. The battleships Repulse and
Royal Sovereign, which have been for some time past in the
special service squadron of the Home Fleet at this port, have
been ordered to be sent to Portsmouth to be prepared to be
laid up at the Motherbank. The Ramillies and Resolution
were at first ordered to be sent, but no doubt their turn will
come before very long. Another vessel is about to disappear
from this port, the destroyer Contest, which was built by
Laird Brothers, of Birkenhead, sixteen years ago, having
been placed on the sale list. Early in January we shall be
losing the captain of the dockyard and King's harbour master
of the Hamoaze. The officer who bears this cumbrous
title is Captain Tuke, and he is to be relieved by Captain
Le Marchant, who since April, 1909, has been in command
of the Southern Coastguard District at Southampton.
Chatham Dockyard.
The Admiralty have for some time past been considering
the question as to where the new floating dock is to be moored
in the river Medway, and it has now been announced that a
spot has been selected in Saltpan Reach, which is a few miles
below this yard ; and that it will be worked from this estab-
lishment. The claims of Sheerness were strongly urged by
those connected with that town, but the decision come to
will doubtless prove the most advantageous from a service
point of view. There is every likehhood that when the dock
IS in working order the number of workmen at tliis yard wiU
be increased. It is to be hoped that the floating dock is only
a temporary measure and that before many years the Ad-
miralty will see their way to construct permanent docks here
large enough to take Dreadnoughts and sxrpex-Dreadnoughts,
for there is plenty of Government land available at Chatham
or in the neighbourhood. The refit of the cruiser Euryalus
has been completed and she has been comiiiissioned for service
in the Devonport Division of the Home Fleet. Her refit
has cost almost £80,000, and, needless to say, her efficiency
has been considerably increased. We were very glad to get
her out of hand, as we are extremely busy with repair work.
The Vulcan, the depot ship of Section VII. Submarine
Flotilla, has arrived from Dundee for a refit, and she will
probably be completed by the end of January. The battle-
ship Magnificent and Victorious arrived during the first
week of December for refits. Both vessels are to go to
Devonport when completed, the former for service as a
turret drill ship and the latter for service in the Home Fleet
at the Western port. The cruiser Dido has been taken in
hand for an extensive refit, as has also the destroyer Derwent.
On December 29th the Shannon, flagsliip of the Second
Cruiser Squadron, is due for a refit and the following day the
battlesliip Bulwark is to arrive for a similar purpose. The
Bulwark is the flagship of Vice-Admiral Sir George Neville,
commanding the Third and Fourth Divisions of the Home
Fleet. Then early in February the armoured cruiser In-
domitable is due for her annual refit. So altogether we are
well provided with work for some time to come. The torpedo
gunboat Skipjack has completed her refit and has left to
resume fishery duties in the North Sea. The Dockyard
Engineering Association, referred to last month, which was
only started last year, is making remarkable progress. At
the opening lecture of the session it was stated that there
were 482 members and there was every probability that before
long this number would reach 500. Engineer-Rear-Admiral
C. Rudd, the engineer-manager, will retire early in January
on reacliing the age of fifty-five, but no announcement has
yet been made as to who his successor is to be. Two court
martials have been held at this port recently in connection
with the stranding of the destroyer Porcupine off Clacton
on October i8th. and the grounding of the destroyer Fcito'H^
on the Maphu Sands on November 26th. The commanding
officers were reprimanded in both cases.
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
207
Sheerness Dockyard.
It does not appear as if our anticipations with regard to the
new floating dock will be realized, for according to present
arrangements it is to be moored in Saltpan Reach and worked
from Chatham. Should tins decision be adhered to there
will, it is certain, be many days during the winter months
when work will be at a standstill through fogs, which are very
thick at times. During a fog at the end of November the
Prim Hendrik. one of the Zeeland Company's mail steamers,
collided with Torpedo Boat No. 35, and also with the tug
Security, which were both berthed at buoys off the yard.
The torpedo boat's stem was struck and twisted and one or
two plates were also damaged, while the tug had some stays
carried away, in addition to receiving damage to her hull.
The process' of strengthening the Nore Destroyer Flotilla
is being continued, and during the next few weeks several
more vessels will join, bringing the strength of the flotilla up
to fourteen destroyers of the " River " class. The vessels
yet to join are the Rother, on the delivery of the Nautilus
from the Thames Ironworks Company, the Foyle, on the
completion of her relit at Pembroke, the Erne, on completing
her refit at Haulbowline, and the Dee. which is refitting at
Devonport. The torpedo gunboat Speedy has been taken
in hand for overhaul and refit, which is to include the retubing
of her boilers. She is seventeen years old and she has been
fifteen years in commission, and she was the first torpedo
gunboat to be fitted with water-tube boilers. Her refit will
cost over £1 1 ,000. The destroyer Fervent has been rather un-
fortunate lately. On November 26th she grounded on the
Maplin Sands, being got off with some slight damage to her
propellers. On December 9th while steaming through the
harbour at dusk on her way to Chatham, where the court-
martial on her commanding officer was held, the vessel ran
into a mooring buoy, damaging her stem, which was flattened
and bent. The vessel has been dry-docked for the repair
of the damaged plates and stem. A few days later, while
steaming into harbour to embark officers who were to attend
the court-martial at Chatham. Torpedo Boat No. 46 was
driven by the rough sea against the sea wall, her rudder being
disabled. It is seldom that there is such a chapter of accidents
in connection with a vessel in such a short time. The most
serious accident of the month, however, was that which
occurred to the special service vessel Elfin, tender to the
Thames, depot ship of the Nore Submarine Flotilla. The
flotilla was leaving Harwich Harbour on December i6th and
the Elfin was conveying a number of liberty men to the
Thames. When half way across the harbour the Elfin was
struck abaft the bridge by Submarine C8, and sank m about
seven minutes, five men being drowned. The Elfin is by
no means a large vessel, but in such cases it is usually the
submarine that suffers. Indeed, this is the first instance, it
is believed, in which a submarine has sunk another vessel.
Pembroke Dockyard.
The cruiser Blonde now looks almost completed, she having
had her mast, topmast, vards and rigging put in position and
her four funnels erected. The work in the interior is also
well advanced and the mountings for the ten 4-inch guns
have been delivered, but at the time of writing the guns
themselves have not arrived. Our latest vessel, the Active,
is making satisfactory progress, but at present it does not ap-
pear as if she will be completely plated and riveted up by
the end of December, so as to allow the contracting engineers
to commence boring operations for the propeller shafting.
The vessel will doubtless be ready early in January for Messrs.
Hawthorn's workmen. It is understood that the Active will
. be launched in February. Preparations are going on for the
commencement of the cruiser Amphion, the keel plate of
which will be laid early in the new year. The destroyers
Cynthia, Avon and Locust have left, their refits having been
completed. Seven destroyers have recently been refitted
at this yard, the other vessels being the Greyhound, Violet,
Sylvia and Osprev. This shows that this estabUshnient is
admirably adapted for that class of work. The Foyle has also
been completed and is leaving immediately for Chatham.
Her refit included the retubing of her water-tube boilers, in
addition to a most thorough overhaul. The vessel is six
years old, and she is quite as effective a ship now as when she
was first launched. We have stiU two destroyers in hand —
the Cheerful and Coquette. The extension of the dry dock
is being proceeded with and is progressing towards com-
pletion in a fairly rapid manner. When the work is finished
we shall be able to dock two destroyers on end, or the dock
will accommodate a vessel 435 ft. long — that is, 50 ft. longer
than the vessels of the Boadicea class.
REVIEWS.
The Romance of the Ship. By E. Keble,Chattcrton. London :
beeley iV Co., Ltd. Price 5/-.
For a popular history of the ship we have no hesitation
in saying that this is the best book we have known published.
The evolution of the ship is traced from the earliest times to
the present date. The author opens his book with a chapter
on the first ships of the Nile, followed by an account of the
early ships of the Mediterranean. Separate chapters deal
with the development of the ship up to the advent of steam.
The first attempts in steam propulsion are described, and so
we are led on to the modern ocean-liner and the man-of-war.
The book contains thirty-three illustrations, not forgetting
the ancient dug-outs, of a most interesting nature, and wc
congratulate the author on producing a most absorbing history
of the ship which we can commend to all lovers of the sea
and ships.
Steam Turbines, Their Design and Construction. By Rankm
Kennedy. Whittaker ^: Co., London. Price 4/6 nett.
This small work is published for the use of engineers and
students who may desire to obtain an insight into the methods
whereby the principle dimensions of steam turbines are
calculated referring to first principles. The first chapter
gives most clearly and simply the theoretical, mechanical
and physical problems of the jets issuing in the turbine and
details the first formulae of the thrust developed by those
jets, and closes with formula; expressing the mean diameter
and' the height of blade in inches. These are in a form
that can be readily understood by any student who has
learnt the elements of mechanics. Following is a chapter
upon elementary turbines, which commences with the Hero
wheel and then continues with Parson's first series of Hero
wheels and Curtis wheels. This leads up to the De Laval
wheels, in which the De Laval nozzle is fully explained and
calculations are given by which the velocity of the steam
at a certain point is well .set out. A section and the various
parts of the De Laval turbines are illustrated, by which the
necessary parts can be well distinguished, and formula? are
given by which the force F. of such a turbine can be quite
clearly estimated. In Chapter III. the author gives an ex-
cellent idea of the advantage gained by working turbine
wheels in series, and shows that this idea originated with the
Pilbrow turbine in 1843, and afterwards a Mr. Wilson m
184S shows patented designs for a turbine working with some
six wheels in series. These examples are followed by formula;
which express the horse-power and also the weight of steam
consumed per horse-power hour. Then comes a cross-section
of the Impulse Rateau turbine, and a sufficient literary ex-
planation of the action of the steam, entering at high pressure,
and expanding in each successive set of blades, is given.
The introduction of dummy pistons with labyrinthime packing
for balancing the pressures on the turbine is fully e.xplained,
with a full explanation and sections of the said labyrinthine
packing. Parson's turbine is described, with complete
illustrations, and a table of particulars of H.M. Cruisers
Amethyst and Topase. fitted with turbines and reciprocating
engines. This chapter finishes with a full page illustration of
a section of a high vacua condenser with augmentor which
was taken from Mr. Gerald Storey's Cantor papers. \\ e
are told that the steam taken to work the augmentor is
about 6 per cent, of the whole, but the gain in power is much
more. The necessity of such vacuum augmentor or intensifier
for use with exhaust steam turbines is insisted upon, and is
further illustrated bv Leblanc's high vacua jet vacuum
augmentor. Chapter' IV. is occupied by a description of
some steam turbines, and finishes up with a description and
illustration of a torsion meter and also of the Fottmger
torsion indicator as applied to German cruisers. In Chapter
V. there is to be found a series of illustrations and descriptions
of the construction of turbine wheels, including detail sections
of De Laval wheels, blades with their method of fixing, and
a large half-page illustration of the Brush-Parson's turbine.
Taking this book as a whole it is eminently adapted lor the
perusal of young engineers and students and will largely
I fill their want for a suitable text-book in steam turbines.
208
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
Summary of Shipbuilding Returns of United Kingdom in 1910,
arranged in order of Tonnage built by each Firm.
No. Name of Firm. Place. No. of Total
Ships. Tons.t
: Harland & Wolff, Ltd Belfast 8 115 86i
2 Swan, Hunter Wigham Richardson, I^td. .. Tj-ne 16 70,012
3 Russell & Co Clyde 12 66,462
4 Northumberland Shipbuilding Co., Wd. . . Tyne 10 50,080
5 Workman, Clark & Co., Ltd Belfast 8 49,993
6 \Vm. Doxford & Sons, Ltd Wear ro 41.575
7 Barclay, Curie & Co., Ltd Clyde 6 33,544
8 Chas. Connell & Co., Ltd Clyde 5 32,791
g Craig, Taylor & Co., Ltd Tees 7 31,850
ro Irving's Sniphuilding & Dry Docks Co., Ltd. Hartlepool 8 31,440
rt .\lexander Stephen & .Son, Ltd Clyde 5 30,176
12 Palmer's Shipbuilding & Iron Co Tyne 3 30,010
r3 Sir Raylton Dixon & Co., Ltd Tees 7 27,125
r4 Ropner&Son Tees 6 26,677
ri Wm. Denny & Bros Clyde — 25,873
r6 Short Bros., Ltd Wear 8 25,8t9
17 Richardson, Duck & Co Tees 7 23,576
rS Wm. HamUton & Co., Ltd Clyde 7 22,825
19 Sir W. O, -Armstrong, Whitworth & Co, Ltd. TVne 6 2t,936
20 Scott's Shipbuilding & Engineering Co., Ltd. Qyde i 20,250
2r J. Readhead & Sons Tyne 5 20,r74
22 .\. McJUUan & Son, Ltd Clyde 5 20,008
23 John Brown & Co., Ltd Clyde 7 18,564
24 Vickers, Son & Maxim, Barrow, Ltd Barrow — 18,130
25 Cammell, Laird & Co., Ltd., Birkenhead and
Tramnere Mersey 33 17,I97
26 Earle's Shipbuilding & Engineering Co., Ltd. Humber 11 I5,9i5
27 D. & W. Henderson & Co., Ltd ayde 3 15,492
28 Bartram & Sons Wear 3 I2,2r8
29 Robert Thompson & Sons, Ltd Wear 5 12,031
30 Tyne Iron Shipbuilding Co., Ltd Tyne 3 11,671
31 .Sunderland Shipbuildng Co., Ltd Wear 6 11,401
32 Wm. Pickersgill & Sons Wear 4 10,305
33 Wood, Skinner & Co., Ltd Tyne 5 9,407
34 Fairfield Shipbuildings: Engineering Co.,. Ltd. Clyde 12 9,400
35 Greenock & Grangemouth Dockyard Co. Clyde & Forth 7 9,277
36 Napier & Miller, Ltd Clyde 5 9,i90
}7 Clyde Shipbuilding & Engineering Co., Ltd. Clyde 4 9,182
36 J. Blumer & Co Wear 3 8,643
39 C. H. Walker & Co., Ltd Chepstow — 6,955
40 Wm. Beardmore & Co., Ltd Clyde 2 7,535
41 HaU, Russell & Co Aberdeen 13 6,955
42 Simons & Co., Ltd Clyde 6 6,322
43 .4. Rodger & Co Clyde 3 5,929
44 John Priestman & Co Wear 2 5,772
45 !3. P. Austin & Son, Ltd Wear 3 5,750
46 Wm. Dobson & Co Tyne 3 5,475
47 R. Duncan & Co., Ltd Clyde 2 5,610
48 G. Rennie & Co Greenwich 28 5,441
49 Osborne, Graham & Co Wear 3 5,369
50 Ailsa Shipbuilding Co., Ltd Clyde 6 5,140
51 J. Samuel White & Co., Ltd E. Cowes — 5,130
52 Smith's Dock Co., Ltd X. Shields 33 5,037
53 Blyth Shipbuilding & Dry Docks Co., Ltd. .. Tyne 4 4,896
54 Lobnitz & Co Clyde 19 3,892
55 Wm. Harkess & Son, Ltd Tees 5 3.872
56 John Crown & Sons, Ltd Wear 3 3.785
57 Sir James Laing & Sons, Ltd Wear i 3,753
58 Campbeltown Shipbuilding Co Clyde 3 3,594
59 Cook, Welton & Gemmell, Ltd Humber 15 3.56t
60 Murdock & Murray Clyde 11 3,526
61 Mackie & Thompson, Ltd Clyde 12 3,440
62 Caledon Ship & Engineering Co., Ltd Tay 4 3,258
63 Ferguson Bros — 7 3,050
64 John I, Thornycroft & Co., Ltd. .. .. S'ton — 2,934
65 Bow, McLachlan & Co., Ltd Clyde r3 2,924
66 Cochrane & Sons Humber r7 2,978
67 Ramage & Ferguson, Ltd Forth 5 2,743
68 Dundee Shipbuilding Co., Ltd Tay 9 2,610
69 Scott & Sons Clyde 9 2,505
70 John Fullerton & Co Clyde 7 2,344
71 Ritchie, Graham & Mhie Clyde 21 2,315
72 A. & J. Inglis, Ltd Clyde 3 2, tog
73 John Chambers Lowestoft 30 2,079
74 Henry Scar Humber 9 1,970
75 Alex. Hall & Co., Ltd Aberdeen (Dee) 9 1,885
76 Lytham Shipbuildings Engineering Co., Ltd. Lytham 13 1,863
77 R. Williamson & Sons Mersey 3 1,748
78 A. W. Robertson & Co Thames 17 1,655
79 The John Duthie Torry Shipbuilding Co. .. Torry(Dee)i2 1,653
8n .\rdrossan Dry Dock & Shipbuilding Co. .. Clyde 3 1,632
8t Joseph T. Eltringham & Co S. Shields 5 1,546
82 W.H.Warren Humber 10 1,490
83 Yarrow & Co., Ltd, ayde 6 t,384
84 Goole Shipbuilding & Repairing Co., Ltd. .. Goole 5 1,348
85 George Brown & Co Clyde 8 1,167
86 Camper & Nicholson, Ltd Gosport 9 i,r32
87 J. P. Rennoldson & Sons Tyne 6 1,107
88 Dublin Dockyard Co Dublin 3 1,078
89 Hepple & Co., Ltd Tyne 7 1,006
90 Camper & Nicholson Ltd Gosport 9 i,r32
91 Hepple & Co., Ltd Tyne 7 t,oo6
92 Thames Ironworks Shipb. & Eng. Co., Ltd. . . Thames r 970
93 London & Glasgow Shipbuilding Co Clyde i 920
94 W. J. Yarwood & Sons Mersey — 912
95 Mackay Bros Forth r 542
96 William Walker Maryport 2 668
97 Crabtree & Co., Ltd Gt. Yarmouth 4 515
98 Cox & Co. (Engineers), Ltd E. Channel 4 427
99 Fellows & Co., Ltd Gt. Yarmoutli 5 414
roo Garston Graving Dock & Shipbdg. Co., Ltd. Mersey 2 396
tor Hawtliorns & Co., Ltd Forth 3 378
102 Lame Shipbuilding Co Larne 2 170
•1 W. Gray & Co., Ltd Tees 13 60,377
•2 Joseph L Thompson & Son, Ltd Wear 7 32,537
•3 Hawthorn, Leslie & Co., Ltd Tyne 7 27,400
•4 Fleming & Ferguson, Ltd Clyde 10 5,97o
•5 Alley & MicLellan, Ltd Clyde 48 3,500
t Board of Trade gross tons register.
* Board of Trade gross tons register, including erections.
List of Vessels Launched in 1910
ENGLISH.
THE TYNE.
Sir W. G. Armstrong, Whitworth & Co., Ltd., Newcastle-on-Tyne.
G.T.
Name of Vessel. Built of Owners. G.T. inclu, I.H.P.
Regis, erect.
Tremont, Screw Steamer . . .Steel British 4,189 — 2,844
Tripoli ,, ■• „ „ 4,186 — 2,844
Storstad ,, ■ ■ „ Foreign 5,980 — 3,492
Esturia ,, ■ ■ ,, British 2,r43 — 1,176
George V. ,, .. „ „ 188 — 720
H.M.S. Weymouth .... — ,, 5,250 — 22,000
The Blyth Shipbuilding and Dry Docks Co., Ltd., Blyth.
Hopper Barge Steel Hritisli 470 — —
t Ellerbeck ., i,499 — i,345
t Syndic ,, 2,727 — r,632
Crane Pontoon Foreign 200 — —
W. Dobson & Co., Low Walker, Newcastlc-on-Tyne.— 3 steel screw
steamers of a total gross tonnage of 5. 175, and niachinery of 4,642 I.H.P.
J. T. Eltringham & Co., South Shields.
Flying Kestrel, Pass. Tender Steel British 390 — 900
GreatCentralNo. l.Sc.Tug ,, ,, 136 — 750
Teme, Siailing Barge ,, 346 — —
Kenn, Sailing Barge .... ,, ., 346 — —
Deneside, Coaster .... ,, ,, 32S — 45o
R. & W. Hawthorn, Leslie & Co., Ltd., Hebburn Shipbuilding Yard, Kebburn.
H.M.S.Scoarge,Sc. Turbines — British t,036dis. 1,036 12,500
Sir Ernest Cassel, Single Sc. — Foreign 7,774 7,774 2,825
H.M.S. Nemesis, Sc. Turbines — British 7Sodis. 780 13500
H.M.S. Nereide „ — ,, 78odis. 780 3,500
Port Curtis, Single Screw .. — ,, 4,7ii 6,050 3,540
Port Keebla, Single Screw — ,, 4,711 6,050 3,540
Stephen, Single Screw .. — ,, 4,178 4,v3o 2,400
Hepple & Co., Ltd., Wapping Street, South Shields.
• No. 598, Screw Tug . . . . Steel British 65 — 200
Nos. 603 & 604, 2 Barges . . ,, Foreign I38ea — —
• Bheestre, Tug & Waterboat „ British 60 — 200
t Boebva, Tug & Icebreaker ,, Foreign 90 — 350
• Glenside Cargo Steamer .. ,, British 260 — 300
T.I.C. No. 51, Hopper Barge ,, ,, 255 — —
The Northumberland Shipbuilding Co., Ltd., Howdon-on-Tyne.
Brantlord . . ■ . . ■ ■ ■ . — British 4,650 — r,8oo
Indian Transport .... — ,, 4,650 — r,8oo
.\riosto — ,, 4,820 — 2,000
Marengo — ,, 6,270 — 2,800
Cape Transport — ,, 4,650 — r,8oo
Natal Transport .... — „ 4,650 — 1,800
Dalecrest — ,, 4,800 — 2,000
Hova — ■ ,, 4,800 — 2,200
Francisco — ,, 6,270 — 3, 100
Wearbridge — ,, 4,520 — 2,000
Palmer's Shipbuilding and Iron Co., Ltd.
Janus, Pass Steel Foreign 4,824 — 2,900
Hercules, Battleship British 20,000 — 25,000
City of Bombay, Cargo . . ,, ,, 5,186 — 2,400
John Readhead & Sons, Ltd., South Shields.
Treverbyn — British 4,525 — 2,000
Elmmoor — ,. 2,o7r — 1,850
Indian Prince — ,, 3,804 — 2,000
Usworth — ,, 3,286 — r,65o
Lorca — ,, 4,488 — 2,000
The machinery and boilers for the above vessels have also been built
by tlie firm.
J. P. Rennoldson & Sons, South Shields.
t Cabo da Roca Steel Foreign 170 — 620
• Abeilk VI ,, ,, 115 — 375
• Abeille v., Twin-Screw .. „ ,, 210 — 750 .
Telpher, Barge British 23r — —
• Irena , ,, 257 — 385
» Souter „ „ 123 — 375
t George V. (engined only) . . ,, ,, • — — 720
Smith's Dock Co., Ltd., Middlesbrough-on-Tees.
Yard No. 417, Screw . . .. Steel — 2yi — 400
„ 4r8 — 242 — 470
,, 419 — 24r — 470
,,420 , — 225 — 440
,, 421, 422 & 423 .. ,, — 84ea — 24oea
,, 425, Twin-screw ,, — 595 — 600
,, 426 Screw , — 24r — 470
,, 427 , — 127 — 360
„ 428 Twin-screw. . ,, — 4?2 — 540
,, 429 Screw ....,, — 23 — 125
430, 431 & 432 .. ,, — 79ca — iSsea
t Triple. * Compound.
January, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
209
Smith's Dock Co., Ltd., Middlesbrough-on-Tees. (Continued)
Yard Nos. 4.^3. 434, 435 & 436 „ 79ea — i85ea
,, 437 & 43S - . ., — 79ca — ifioea
439 **^ — 200
,, 440 80 — 185
,, 441 & 442, built
ami shipped in sections . . 6oea — i6oea
Yard Nos. 431, 452, 453 and
454, built and shipped in
sections 3oea — —
Yard No. 45^. 4^6 & ^S7 , . .. 2r)7ea — 4ooea
4^^ ., — ".10 — 58s
Swan, Hunter & Wigham Richardson, Ltd., Wallsend and Walker-on-Tyne.
G.T.
Name of Vessel. Built of Owners. (i.T. inclu. I.H.r.
Regis, erect.
Cartier. Twin-screw . . Steel Colonial 576 — 1,200
Carthage, Twin-screw . . — Foreign 54,02 — g,6oo
Sidi Brahini — ,, 2,576 — 4, 500
Tadorna — British 1.959 — i,5oo
Norhilda — ,, 1.374 — 870
Keystorm — Colonial 1,694 — 1,040
Harmattan — British 5,200 — 2,400
No. 840 {b|, Twin-screw .. — ,. 1,672 ■ ~ joo
Bandon — ,. 2,054 — 2,600
Admiralty Caisson .... — ,. 1,602 — —
Floatins; Dock — ,, 6,410 —
Indrabarah, Twin-screw . . — ,, g,ooi — 5, 000
Franconia, do — ,, 10,150 — 14,500
Prince George, do. .. .. — Colonial 3,372 — - 6,500
f H.M.S. Hope, 3 Sc — British 78odi?. — 1^.500
Kioto — ., 7.174 — 1,550
Tyne Iron Shipbuilding Co., Ltd., Wlilington Quay-on-Tyne.
t Llandudno, Screw . . . . Steel British 4,if<7 4,64.9 2,300
+ Leucadia ,, 3,748 4,135 1,842
T lutjleside ,, 3,736 4,123 1,842
Wood, Skinner & Co., Ltd., Newcastle-on-Tyne.
t Blacktoft, Schormer Rie , St<_-e! British i.io-) 6S4 1,100
T San Remo ., Foreign .^,074 1,272 1,416
t Towneley British 2,472 1,473 1.524
t Hamma Foreign 1,271 754 834
t Marsden British 2,481 i,477 1,524
WEAR.
S. P. Austin & Son, Ltd., Wear Dockyard, Sunderland.
r,.T,
Name of Vessel. Built of Owners, G.T. inclu. I.H.P.
Regis. erect.
■> t,argu. Screw Steel British 1.764 —
T Sir Francis ,, 1.991 —
t Sir Arthur ,. 1,99 5 —
Bartram & Sons, Sunderland.
t Mozart, Schooner . Ste^-I British 4,427 —
* Cedar Branch, Schooner .... ., 3,554 —
t West Wales, Schooner .... ,, 4.237 —
John Blumer & Co., North Dock, Sunderland.
Fusion Steel British 2.S41 3,080
Forestmoor -,^4X 3,110
Boverton ,. 2/jsh 3.190
J. Crown & Sons, Ltd., Sunderland.
^ Skipjack Stcet British 1.203 —
^' Solent ,, 1,473 —
^ Gripfast , ., 1.109 —
William Doxford & Sons, Ltd., Sunderland.
Istina, Single Deck Ordinary — Foreign 3,'^os
Quantock ,. — Briti-h 4.470 —
izrada ,, — Foreign ^.4q=;
Atland Single Deck Turret. — ., 5,068
Royal Crown, S.D. Ordinary — British 4,903 —
Izabran . . — Foreign 3 ,005
Windsor Hall .. — British 3,693 —
Moorlands , . — , , 3 .600 —
Parn ,, — .. 4.393 —
Mediterraneo ,, — Foreign 4. 140
S.S. .'Eolus. engines & boilers — —
S.S. Orange Branch, boilers — — — —
Sir Jam?s Laing & Sons, Ltd., Sunderland.
Umona - — ^,7^^ —
Osbourne, Graham & Co., Hylton, Sunderland.
V I^adywood Steel British 2,^,14 2,424
+ Bogstad ., Foreign i,S'*o 1,942
'■ Renee Marthe ,, i.^r,^ 1.4^2
Wm. Pickersgill & Sons, Ltd., Sunderland.
Indutionare . . .Steam — Foreign 1,592 —
British Standard ., — British ^,458 —
We=t Quarter ., — ,, 1.S4S —
Denewell .... ,, - ,, 3,707 —
John Priestman & Co., Sunderland.
+ Eastern Prince Steel British 2,885 3,850
t Asiatic Prince ... ,, ,, 2,887 3.852
Short Brothers, Ltd., Sunderland.
Scottish Prince — British 2,897 4,062
Octo — Foreign 1,617 i,77o
Tern — ,, 1^629 1,781
Anglo- Patagonian — British s,oi6 6,673
Kendal Castle . . - ^, 3,884 4,389
Fulgent — ., 2,008 2,107
I^ristan — ,, 3,675 4,103
Anticosti ... . . — „ 5,090 5,436
t Triple. t Turbine.
1,200
1,250
1.95"
2,500
1,600
200NHP
257
267
890
HIS
9S5
1.550
2,150
1,550
2,200
2,230
1,550
1,450
1,4-0
1,600
2,000
850
1,500
2,600
1,645
1,000
1.055
2,300
2.298
2,3.35
975
Q7S
2,880
1,700
1,200
1,600
2.905
Sunderland Shipbuilding Co., Ltd.
Ancrlcy Steel British
Saskatoon ,, ,,
Malmanger ,, Foreign
Signe
Oakmere British
Thisbe Foreign
Joseph L. Thompson & Sons, Ltd.
Name ol \0-l-1. Built ot Owners.
Maresfield Steel British
Pentwvn ,, ,,
Boyne' „ „
.\riadne Christine .... ,, „
I.inclnden ,, ,,
Daventry ,,
Fenay Bridge ,. ,,
Robert Thompson & Sons, Ltd.,
Triton, Screw .. .. Steel Foreign
Remembrance dn. . . ., British
Corbridge, do ,
Wedgwood and Kirkwood, do. ,, ,,
, Sunderland.
3.708
—
i,86o
1,798
—
935
1.457
—
950
2,095
—
1,195
I,2SI
—
1,025
r.ofio
—
900
. Sunderland.
G.T.
G.T.
inclu.
I.H.P.
Regis.
erect.
5,202
—
2,300
4,457
—
2,000
5,121
—
2,250
4,459
— -
2,000
4,457
— -
2,130
4,487
—
2,130
4,354
—
2,000
Sunderland.
1.5 >'^
1,406
S70
5,hho
4,067
2,000
J.687
4.156
2,040
i,673ea
i76oea
i.475ea
TEES AND HARTLEPOOLS.
Craig, Taylor & Co., Ltd., Stockton-on-Tees.
G.T.
Name of Vessel. Built of Owmers. G.T. inclu. I.H.P.
Regis, erect.
t Bideford and Ivggesford . . — British 4,34oea — i,9Soea
t Benbrook. Bengrove and
Benpark — ,, 4.30oea — 2,05oea
t Thisleban — ,, 5,090 — 2.250
t No. 142 — — 5,180 — 2,100
W. Gray & Co., Ltd., West Hartlepool.
Zinovia .. .. — Foreign — 3,611 1.550
Mohacsfield — British — 4,505 1,650
Harpagus — ,, — 6,994 3.5oo
Joseph Chamberlain .. — ,, — 4,140 1,800
Djerissa and Camerata . . ■ — ,, — 3,g88ea i,75oea
Fridland — Foreign — 5,966 2,950
Boukadra — British — 3,988 1,750
Baltistan and Registan . . — ,, — 3,634ea 2,35oea
Harpalion — ,, — 6,994 3,500
K-yburn — ,. — 3,455 1,550
Escrick — ., - 5,480 1,750
Sir Raylton Dixon & Co., Ltd., Middlesbrough-on-Tees.
Ramsgarth . . . . Steam Steel British 1,553 i,5So 1,200
Kwarra ,, ,. ,. 4,441 5, 900 2,550
British Transport . ., ,. ,, 4.143 4,5 5o 1,850
Malaespera .... .. ,, Foreign 2,385 2,700 1,450
Canadian Transport .. ,, British 4,139 4.550 1,850
Benvindmoor . . ,, ,, ,. 5,232 6.250 3,500
Berwiudvale ., ,, ,. ,. 5.232 6,250 3,500
Irvine's Shipbuilding and Dry Docks Co., Ltd., West Hartlepool.
Taniele. ( )nitslKi ^: .\k:assa — British s,i30i.a — 2,400
Braanhandel — - Foreign 2,050 — - 1,000
Lingfield — British 4,850 — 2,300
.Stephen Furness .... — ,. 2.050 — 3,000
Thistletor — ., 5.050 — 1,900
Driebergen — Foreign 2.050 — 1,000
Richardson, Duck & Co., Stockton-on-Tees.
Sterudale. Steamer . . — British 2.92s 3,567 1,750
Lundy ., ... - .. 2,857 3,615 i.75t>
Seawall .. .... — ,, 3,047 3,631 1,650
Banipton ., .... — ,, 4.496 5,011 2,650
Dalrazan .... — ,, 3.392 4,682 2,200
Watermouth 4.47=^ 4.990 2,650
Rotherhill 2,vS4 2,437 1,830
Ropner & Sons, Ltd., Stockton-on-Tees.
t Bradford City — British 4,088 — 1.830
t Birchwood — ,, 3,i54 — i,500
t Spilsby — ,, 4.039 — 1,950
t Mordenwood — ., 3.527 — 1,650
t Artemis — Foreign 6,262 — 2,400
Levenpool — British 5,607 - - 2,t>^r>
HUMBER.
Cochrane & Sons, Selby.
Name of Vessel.
Scotch Girl, Drifter . . . . i
Lord Leitrim, Drifter
Torbay II., Golden Ring, and
Incentive. Drifters
Manx Prince, Trawler
Supernal, Drifter
Arian & Bereian, Trawlers
S.L. Haldane, Trawler
H.A.I,. Russell, Trawler ..
Prince Victor, Trawler
Eileen Duncan, Trawler ..
Wishful, Drifter
Hull Trader, Steamer
Alberia, Trawler
Apar, Tug
G.T.
Owners.
G.T.
inclu.
I.H.P.
Regis.
erect.
British
7"
—
160
74
—
I )0
82ea
—
17,'ie.T
220
—
430
82
—
175
22iea
—
420ea
256
—
500
256
—
480
207
—
400
223
—
425
82
—
I7S
250
—
32.S
285
—
550
90
—
soo
t Triple
210
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
Ceok, Wcltan « Gemmell Ltd., Beverley.
G.T.
N;ime of Vessel. liuilt of Owners. G.T. inclii.
..^ . Regis. erect.
Albcna, hteam Trawle" . . Steel British 318 —
Recordo and Resono, Steam
Trawlers ,, ' ,, - 22gea
Droinio and Pericles, Steani
Flecters ,, ,. 2o7ea —
Repro, Steam Trawler .. .. 229
St. Johns and Stornoway,
Steam Fleeters ,, 2o7ea
Courtier, Steam Trawler .. ,, ,, 180
Trier „ „ ,,3 -
Narval „ - Foreign 214 _
Corientes and Corythaix,
Trawlers . . . . ' . . . . British 279ea —
Rjby, Steam Trawler ,, 2r3
Renco. Steam Trawler .. ,, ,. 220 —
Earle's Shipbuilding & Engineering Co., Ltd., Hull.
II-M. Tuc Hellespont — lirilisli 415 _
Normandy — ,, 1,760 —
Dewslmry and .\ccrington .. - ,, i,b3iea —
I'^skinui — .. 1,172
Darlington — ,. i!355
BlackbMTn and Bnry .. — .. i,634ea —
Conio. Hull only — 1.247
Normandy and Brittany .. — *>iSea —
I.H.P. of Machinery tor Re-
newals and ships bnilt else-
where
Gsole Shipbuilding and Repairing Co., Ltd., Goole.
Thames, Cargo Steamer . . — British 404 —
Grosbeak, Steel Fleeter .. — ,, 193 —
Tanaeer, Steel Fleeter .. — ,, 193 —
Trent — ,, 530 —
Sergipe — Foreign 28 —
Henry Scarr, Hessle
Florrie. Towing Barge .. Steel British 1 10 —
* G.C.R..\., Steam Barge .. „ ,, 170 —
* 6 Towing Barges ,, 2soea —
* Roslyn. Towing Barge .... .. 170 —
W. H. Warren, New Holland, Lines.
m Pride of Welland .. steel British 30
Jennie (Lighter) ,. 220
R.W.Y., No. 9, H.M. .Ad-
miralty Store Lighter .... ,, 105 —
Nos. 9 and 10, Lighter^ . . ,, ,, 235ea —
The Sprite (Sail) „ 165 —
One Sail , ,, 140 —
One Lighter ,, ,, 250 —
Violet, Lighter ,, s=>
Ferry Boat - .- s
THAMES.
Beaching Bros., Ltd., Great Yarmouth.
I'.T.
Name of Vessel. Built of Owners. G.T. ineln.
Regis. erect.
Skibo Castle, St. Drifter . . Wood British So —
Young Henrv. St. Drifter.. ,, 00 —
5 Steani Drillers ... -jca —
John Chambers, Lowestoft, Sutfolk.
■ Girl Nancy and E. A. B,.
Steani Herring Drifters . . Britisli
■ West .Anglia ., .. — „
Wenlocli ., .. — ,,
Oakland .... — „
Peelieiir ,, .. — ,,
Pise.itc.rial ., ' • • — „
.llaud I'velyn „
' John .S. Summers ,, . . — ,,
■ Bon .\venir ,, . . — ,,
Smilax ,, ., --- ,,
Remenitirance ., .. — ,,
■ Bien Venn ,, . . ,,
Young Kenneth ....
' Jacob George ,.
■ Conher ,. . . ,,
• Dorothy Rose
Kiilg George V. „
' Mary .\deline ,, . . — „
Girl .Annie ., . . — ,,
Frcya Yacht . . —
Young Fred. Stm. ling. Dltr. — ,,
Ben & Lncv .... — ,
Select ., . . _ __
No 371 ., .. —
Foresight ., . . — ,,
No. 373 ., . . —
No. 374
No. 37,'s, Stm. Lighter .. — ,,
No. 376, Sim. Herring Drifter — ,,
.And four motor passenger boats for French
o'lea
74
m Motor,
' Compound.
66
84
72
61
66
81
81
76
65
66
69 ■
73
66
73
66
7
83
73
73
83
73
83
12
83
owners.
t Triple.
i6o
4.5oea
25oea
450
2.5oea
37.5
,570
4SO
3Soea
450
450
1,300
950
i,90oea
4,700
2,600
i,90oea
95oea
380
300
300
450
175
225
1 ,5oea
I30ea
160
roo
100
roo
200
100
130
100
180
200
175
130
130
130
130
130
130
130
175
200
130
100
170
100
I So
25
170
Forrestt & Co., Ltd., Wyvenhoe, Essex.
G.T.
Name of Vessel. Bnilt of Owners. G.T. inclu. LH.P.
Regis. erect.
Low Pikhoren, Motor Yacht Steel — 6^ — 70
No. 626, Admiralty St. Launch
Wood — 12 -- 151
No. 627, Launch . . . . Steel — 5 — —
No. 628-9, Gasoline Launches Wood — 6 - 30
No 630, Motor I.aunch . . ,, — 2 — —
No. 632 -Admiralty .St. Barge ,, — 12 — 155
t Havengore, Launch . . . . Steel — 26 — 290
Sea King, House Yacht . . ,, — 310 — —
• No. 636, Tug — 24 — 55
No. 638, Canoe — 3 — —
Nos. 639 & 640, Barges . . ,, — 24 — —
No. 641. Tug ,, — 24 — 1^5
No. 640, Motor Launch . . Wood — 2 — 6
No. 645, Stern Wheel . . Steel — 98 — 220
No. 633, Motor Launch . . Wood — i — 4
Crabtree & Co., Ltd., Great Yarmouth.
• Fri.argate, Ketch .. .. — British 261 — 400
• Silver Queen. .Arcady and
S.S. 124, Ketches .... — ,, 8468 — i8oea
Edwards & Co., Ltd., Millwall.
No. 612 steel — 12 — —
Xo. 6r6 ,, . — 20 —
Sir John Baker British 43 — 70
Beryl „ ,. 12 — j6
The Motoketch ,, 109 — 40
Nilo Pecanha Foreign 20 — 140
Oranais ,. ,, 25 — rao
No. 623 ,, ,. I r -
No. 624 , .. 14 - _
No. 626 ,, ., 4,s -
Sebeh ,, — 26 — 200
Rizoho .. Foreign 190 — 235
Montevideo , ,, 240 — 320
Bolivar ,. 45 — 140
Fellows & Co., Ltd., Great Yarmouth.
• .Scailaun Wo.i.l British 87 — —
• Lord Stradhroke ;, 79 —
• Girl Eileen 82 — —
• f^gbert and Tliree Boy^ .. 8iea — —
Edward Hayes, Watling Works, Stony Stratford.
}{BrinjiandEkinji,Twiii-ertw Steel Fi. reign joea - 8oea
JjPopular . . ,, ,, 22 - 70
jivigilant ,, „ 18 - 70
+ t ,, ,, in - 70
III Midge ,, 4 _ 40
.All the machinery for the above vessels was built by Mr. Hayes, as well
as several sets of s^, 70. and .So I.H.P. and about 12 se'ts of auxiliary ship's
machinery.
James R. Piper, East Greenwich.
2 Thames Lighters . . . . Steel British — 86ea —
7 Tliames Lighters , ,. — 294ea —
6 Thames Lighters ., — 43|ea —
Oil-light Tank R.arge . . Wood — — 40 —
G. Rennie & Co., Greenwich.
Bulbul. T.S. Tunnel Tug .. - British 80 — 210
Vivatity, Screw Tug .... — ,, 120 — 360
Travers, Motor liarge . . — Foreign 17.=; — 60
No. 1122, L^iunch .. .. Steel ,, 25 — 75
Lady Truscott, Steam Y'acht — British 75 — 270
No. 1 130, Stern Wheeler — Foreign 80 — 160
No. 1132, Motor Whaler .. — ,, 35 — 160
6 Barges . . .... — British 24oea — —
No. 1116 — Foreign 350 — —
No. 1117 — ,, 365 — —
4 Barges .. — British 243ea — —
6 Decked«Barges .... — ,, 25oea ~ —
-Acuria, Lighter — Foreign 65
2 Whipping Barges .. .. — British ooea —
A. W. Robertson & Co., Canning Town.
5 Coal Whips wilh machinery — — 120 — —
I Hopper Barge .... — — 13 — —
II Lighters .Steel — 1,320 - —
The Thames Ironworks Sh pbuilding and Engineering Co., ltd.. Canning Town
II, M.S. N.iutiliw. T.B. De-
stroyer — - ',70 12.000
Camper
Name of Vessel.
ttMiranda, Tw. St. Yacht
La Cigale, Motor Yacht
Sylvana, Motor Yacht
t Idaho, St. Yacht
Hobby, Motor Yacht..
Blue Bird, Sailing Yacht . .
Solna
Ainania, Motor Missionary
Launch
Rincon, Motor Yacht
ENGLISH CHANNEL.
& Nicholson, Ltd., Gosport.
Built of Owners
British
Steel
Comp.
Wood
G.T.
G.T.
inclu.
I.H.P
Regis.
erect.
792
—
1,400
124
104
136
—
47
42
—
225
10
7
6
9
-
14
_
14
4
—
50
H Built in conjunction with Jlessrs. J. I. Thornycroft, Southampton,
t Triple. * Compound, w Motor. JJComptmnd Surface Condensing.
January, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
211
Cox & Co. (Engineers), Ltd., Shipbuilders, etc., Falmouth.
N:inn.' of Vessel. Built of Owners. G.T. inclu. l.H.P.
Regis. erect.
• .\ilmiralt.v Tank Steamer — Hritisli 197 — 300
• Sinijle-screw Tug .... — ,. 24 — 84
• .Wniiralty Tank Steamer . . — ., too — 160
• Single-screw Launch ....-- i'> — ^o
Hartley Mead, East Owes.
Eleven wood boats, motor launLius aiij -o lon.i yacht.
Philip & Son, Ltd., Dartmouth.
Damilie 11. and Southampton steel ISritish ijoea — 7ooea
Pinnace Wood .\dmiralty 12 -- 160
Vivid . . .... . . ,, british 20 — ^o
Alva Steel ,, no — 300
Connie and Guanav . . . . Wood Foreign 8oea - 20oca
Uiunch .. ..' .. .. Steel ., 8 — 25
Triple-Expansion Engines for
S.Y. Idaho ......— — 250
t'.S.C. Engines of varioussizes — — — 300
Simpson, Strickland & Co., Ltd., Dartmouth,
m No. 754, I,.nuneli ... i — 4
t No. 758 .. ... ; — 26
t No. 759 .. .... — — 2 — 13
• Xo. 760 ., .... — — I — <>
• No. 761 ,. .... — — 16 — 70
HI Etukishook, Racing l.;mnch - - — I — —
Xo. 764 Launch .... — — i — 4
}}No. 765 ,, .... - — r — 6
No. 777, Dinghy — — — — —
tt Xo. 762. launch .... — 7 — 50
No. 767, Cutter .... — — 4 — —
Xos. 76S and 7f><), Cutter .. — — 4ea — —
J JNo. 770, Launch .... — — 7 — 25
a Xo. 771 ,, .... - - — — 220
t No. 772 ., .... — — 8 ~ 70
JtNos. 773,774and 775, 1..aunch — — 6ea — 25ea
a No. 776, Launch .... — — 2 — 10
tJN .77- ,. .... — — 14 — 80
• No. 779 .. .... — — 4 — 70
George & Thomas Smith, Ltd., Rye.
King George, Dredger . . Wood Hritish 5odw. — —
2 Trawlers .. .. ,. .igea — —
Stow & Sons, Shoreham.
HI lietty. Auxiliary Cutter Y.ncht Wood liriti^h 11 15
John I. Thornycroft & Co., Ltd., Woolston, Southampton.
H.M.S. .Savage. Destroyer — British 7*4 — 13,500
.■\dmiraltv
H.M.S. Lame „ — ,, Sio — 13, 500
H.M.S. Lvra .. — ,, 6ro - r3,500
H.M.S. Martin ,, — ,, 610 — rj.joo
Haron Hr>race Gunzburg,
Paddle Steamer . . . . — I'oreign 200 — 500
A number of Tugs, Launches British &
and Shallow Draught Vessels .. I'oreign 320 -- I.7.50
.\11 enginid by John 1. Thornycroft & Co., Ltd.
J. Samuel White & Co., Ltd., Cowes, Isle of Wight.
Torpedo Boat Destroyers,
Shallow Draught Vessels
for special service, special
Steamboats for Warships — British and
Foreign Gvts. 5,130 — 66,230
White Bros., Itchin, Southampton.
»: Dalga, Aux. Ketcll .... — — no — 40
m Charlie ., .... — — 24 — 60
»i Sir Richard Mayne .... — — 17 — ^20
HI Sarrita, .\ux. Cutter .... — — 12 - *'
Sinbad, Cutter — — 10
BRISTOL CHANNEL.
Isaac J. Abdela & Mitchell, Ltd., Brimscombe, Stroud.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. IH.P.
Regis. erect.
Dora Motor — Not known 7 — 12
.\belha .. .. Steam — .. 3 — 20
Emma .... ., - Foreign 8 — 20
Tapuia ,, — .. 28 — 80
D' Bemvidna .... — ., 8 — 40
Freda .. -- ,. i — 5
Shishaquita .. .. — ,. 3 — 20
Dolly . . . . Motor — Not known 3 — .^
L^niao Steam — Foreign 9 — 40
No. 1210 .. .. Motor — Not known 4 — 12
Freircastro . . Steam — Foreign 3 — 20
-■Vsturiana .... ,. — ,. 29 — 80
Fortalaza .... , , — . , 9 — 4°
-\ripuana .. .. Motor — .. 4 — 12
Meran — .. 7 — 30
Paiuhy .. .. Steam — ., 21 — 120
Valparaiso and Cas-
sio Reis — . . 3ea — ' 2oea
Nos. 1229 & 1229a .. — ,. 23ea — 8oea
No. 1237 .... .. — Not known 6 — 20
No. 1235 ... .. — Foreign 14 — 30
Finch & Co., Ltd., Chepstow.
No. 276, Sailing Barge .. — Foreign 99 — —
• The Forester, Cargo Steamer — British rgo — 250
Caisson, Floating, for Devonport Dockyard. .\lso several Coaling Lighters
for shipment abroad.
* Compound. t Triple. XX Compound Surface Condensing.
a Quadruple. w Motor.
C. H. Walker & Co., Ltd., Sudbrook Shipyard, Hon.
G.T.
Name of Vessel. Built of
Admiralty Horse Boat, S78,
Towing Steel
Admiralty Store Barge, Tow-
ing '
Gaivota, Steam Yacht .. ,,
.\dmiralty Victualling Lighter,
Towing, R.W.Y., No. 8
J. Constant I. and II., 2
Hopper Barges, Steam . .
15 Square Sections
I-"oreign
G.T.
Regis.
46
74
437ea
6.510
inclu.
erect.
MERSEY.
Isnac J. Abdela & Mitchell, Queen's Ferry, nr. Chester.
(;.T
Name of Vessel. Iliiilt ol Owners. Gw. inclu. l.H.P.
Regis, erect.
* No. 302, Sloop .Steel — — — 120
wXo. 303 ,, — — — ^
m Nos. 304 and 308 . . . . Wood — — — '>oca
111 No. 305 ,, — — — 50
No. 306. 310 & 311 fSails) Steel British — — —
VI No. 307 M'ood Foreign — — 80
* No. 309 ., . . 70 —
* No. 312 .. — — 30
Cammell, Laird & Co., Ltd., Birkenhead ironworks.
t Wolverine and Racoon,
Torpedo Boat Destroyers. Steel British 8o2ea — i2,5ooea
t John Joyce and Snowdrop,
Ferry Boats ,, 44oea — ■ i,2ooea
* leracles. Tugboat , Foreign 114 — 350
6 Barges , British 252 — —
4 Barges ,. ., 168 — —
Caisson Foreign 82 — —
Poling Canoe .. 2^ —
Lighter ., 19 — —
Poling Canoe ,, ,, 23 —
* Sertanejo, .\mazon Str. .. ,, ,, 292 — 33°
t Ceara, Amazon Str. .. ,, ., 400 — 520
Barge .. 28 —
6 .Sets of Framework .... ,. 144 — —
Tranmere Shipyard.
t Snaetell, T.S.S Steel Bntisli 1368, — .5,600
t Caesarea & .Sarnia, Turbine S.s. ,. .. I,499ea — 6,35oea
t Highland Brae, SS ,, 7,365 — 4, 400
La Blanca, Barge Foreign i,437 — —
Garston Graving Dock & Shipbuilding Co., Ltd., Garston, Liverpool.
t Musquash . Sloop Tug .. Steel British 198 — 700
I Gopher .. lo'i — 7oo
One Pontoon, loi tt. ;. in. x 12 It, x ^ ft. '~> 111.
Isaac Pimblott & Sons, Northwich.
2 Lighters Steel Foreign es. 6oea — —
* Steamer „ 60 — I2ji
Lighter „ 15 — —
2 Lighters ., Sea — —
2 Lighters .. 40ea — —
Lighter .. 3 — —
Lighter .. 10 — —
2 Launches ,, 6ea — 22ea
Lighter .. 19 — —
2 Lighters .. Sea — —
2 Lighters . . 6ea — —
2 Lighters .. .. i^a. — —
2 Launches .. 6ea — 22e3
Lighter .. 5^ — —
Lighter ._ , .. 2r — —
Vickers, Sons & Maxim, Ltd., Barrow-in-Furness.
H.M.S. Lion (Machinery only) British Go\ernnieut,
Floating Dock, .\]fonso'Peniia Brazilian Go\emnient.
Tug Laurindo Pitta Brazilian Government.
Various small vessels.
Total 18,130
Total Indicated Hnr-e-power i>o,ooo
William Walker, Maryport, Cumberland.
Endcliffe Ste,l I'.rjtish _ii>.s - 430
Leitich — 300 - 330
R. Williamson & Sons, Workington, Cumberland.
* Glanoventa Steel British 400 — —
t Ingstad ., 77 i — —
t Calcaria .. 569 — —
W. J. Yarwood & Sons, Northwich, Cheshire.
, Pontoon, with erection tor
transhipping grain ,. Steel Uritish 00 — —
* Yarcara, Screw Launch Tug ,, Foreign 30 — 52
* Crescent, Screw Steamer,
Coasting type British 240 — 250
* Orao, .Steam Screw 5° — 54
* Sky, Steam Screw ., 184 — 220
« 3 Steam Tugs — 63ca — i40ea
Steel Tank Barge .. 60 — —
Galvd. Steel Barge Foreign 58 — —
Steel Barge British 56 — —
mi Tug — — 43 — 30
m Petrol Derrick Vessel . . Steel British 5 — 8
Twin set Engines — one m.arine
Boiler — — — — '3oea
I .Set Engines — one do. .. — — — — 25
• Compound. + Triple. in Alotor. / Turbine.
212
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
THE RIBBLE.
Lytham Shipbuilding and Engineering Co., Lytham, Lanes.
C.T.
Nanic ->! Vl-si-I. Huilt ui Owner^^. (V.T. inclu.
Regis, creel.
Ozula, Twill '^crcw Cargd
Steamer Steel British 153 —
Edda.SiiiEle-screw Uarge . . ,, Foreign ab/? ~
Canoes ., 45ea -
Tugwell, Stern-wheel Steamer ,. British 187
Gaiv. Towing Barge .. ., Foreign abgo
ISritannia. Single-screw Launch ,. „ ab5o
Stanti^arth. Sin'^'e-screw Tug -. Uritish ab6o —
Fraircca^itro. Amazon River
Passenger and Ca-go
Steamer Foreign 297 —
' Aripuana, do ,. ., 213 —
' Mucnripe, do ., 206 —
' Alto Acre, do .. ahziy —
Cassio Rcis. do .. abz'jN
ab6o
ab^so
500
320
320
410
absoo
ROYAL DOCKYARDS.
H.M. Dockyard, Chatham.
H.M. Tug Firm, H.M. Tug )
Alliance, Mooring & Salv-
age T,ighter
C 109, late Acheron . .
H.M.S.'sNaiad & Intrepid. .
H.M. ships London, Irre- .
sistible. Cressy. Euryalns
Vindictive, Panther. Eden
Launched.
Converted into a coal depot.
Converted into Mine Layers.
. Have undergone large refit?.
Several vessels have vnulcrgone ^niall refits.
H. M. Dockyard, Devonport.
Name of Vo^tl. Built nl t)\vnt:r--. li.T.
Regis .
Lion. Signal Miist^^, no Sails Steel — —
H. M. Dockyard, Pembroke.
H.M.S. r.londe
H. M. Dockyard, Portsmouth.
G.T.
inclu.
erect,
LIST OF VESSELS ENGINED IN 1910
Name of Vessel
t Livorno
Amos & Smith, Ltd., Hull.
Builders
Press,
lbs.
. . Earle's Shipbuilding & Eng. Co..
Ltd
t Como .•
f Lois Cochrane & Sons
* H. A. L. Russell.. -. .. ..
1" Alberia ,. .. .......
t Droraio & Pericles . . Cook. \Velt»m & Cemmell, Ltd.
t St. Johns & Stornaway
t Vnouk Foreign
1,100
700
550
500
540
2 7oea
28oea
150
Central No. ;
Wheat Stalk
Blair
Baird Bros., North Shields.
. Jos. T. Eltringhani & Co.
. Geo. Stephen
& Co., Ltd., Stockton-on-Tees.
Larchwood \\'m. Harkess & Son
Sterndale and Lumly Richardson. Duck & Co. . .
Birchwood .... -■ Ropner & Sons. Ltd.
Biskargi Mendi . . . . Euskalduna Co., Bilbao
Spilsby Ropner Sons, Ltd
Llandudno Tyne Iron Shipbuilding Co.
Penwvn, Ariadne Christine
and Fenay Bridge.. J. L. Thompson & Sons ..
Seawall Richardson, Duck & Co. . .
Rotherhill
Mordenwood . . . . Ropner & Sons, Ltd.
Malaespera Sir R. Dixon & Co
Hampton and Water-
Richardson, Duck & Co. . .
Craig, Taylor & Co
J. L- Thompson & Sons ..
Richardson, Duck & Co. . .
Ropner & Sons, Ltd.
Blumer & Co
W. Pickersgill & Sons
Total 4,640
7(10
ifio
■ 30
mouth
Thistleban
Boyne . .
Dairazan
.\rteinis
Bovt-rton
Denewell
700
i.75oea
1,500
1,300
1.950
2,300
2,oooea
1,650
1,850
1,650
i>45o
2,65oea
2,250
2,250
2,200
2,500
i,6qo
1,800
Total 41,950
ilers for Steam Trawlers have been built, aggr.
In addition s n
1,460 I HP,
Central Marine Engine Works, West Hartlepool.
t Ziiios la
t Moh;K;sfit-ld . . . .
t Harpagus& Harpalion
■(■ Joseph Chamberlain
t Djerissa.Camerataaud
Boukadra
t Fridland
i Baltistan & Kegislan
t Rybuni
t Escrick
I'lraeuiT'
West Harllepo)
London
West Hartlepo.
Swansea
Gothenljurg
Swansea
West Hartlepool
London
1.550
1,650
3,50oea
t,8oo
i,75oea
2,950
2,35oea
1,550
1,750
Total 28,200
George Clark, Ltd., Sunderland.
S.S.'.« Sir Francis, Largo, Sir Arthur. Kendal Castle, Eastern Prince, Re^
menibrancc. British Standard, Blacktoft, Daventry, Fulgent, Umona,
Bogstad. Total N.H.P. by Lloyd's Rules, 3,366. Estimated I.H.P.,
total 20.200.
Crabtree & Co., Great Yarmouth.
Name of Vessel. Builders.
S.S. Friargate, Coaster
3 Vessels, Drifters
3 Vessels, Drifters
2 Vessels, Drifters
I Vessel, Drifter
I Vessel, Drifter
I Vessel, Drifter
7 Vessels, Drifters
I Vessel, Coaster
1 Vessel, Tug
2 Vessels, Tugs,
I Vessel, Amazon Str.
One Vessel
I Vessel, Tug
1 Lighter and i Aux-
iliary Boat
Crabtree & Co.. Ltd.
Fellows & Co., Ltd. . .
J. Chambers
S. Richards & Co., Ltd.
Beeching Bros., Ltd,
Cochrane & Sons. .
Garslon Graving Dock&S.B.Co.
Ltd
Edwards & Co., Ltd
J. Pimblott & Sons
G. Rennie & Co.
I.ilJ'.
Press
lbs.
400
130
540
140
540
140
.?3o
140
180
140
200
180
180
140
1,180
140
320
I Bo
275
130
1.400
180
275
140
130
130
375
130
Total
Crabtree & Co., Great Yarmouth.
2 Engines, Triple exixm-^inn
6,400
800 .—
1,280
6 Engines, Compound
John Dickinson & Sons, Ltd., Sunderland.
S.S.'s Euston, Forestninnr. Miizarl. Asiatic. Prini.e. Leucadia, Inglesidc
West Wales. Lincluden, Ce<lar Branch. Lari-tan Ti.tal, Lloyd's N.H.P..
3,423. In addition b. the aln.vc, =, extra Ih.iKt^ Ii,ivl- bieii built.
Great Central Co-operative Engineering and Ship Repairing Co., Ltd..
Grimsby.
t Arian. St. Trawler . . Cochrane & Sons, Selby
t Bereian. ,, .. ,- ....
G. T. Grey, South Shields.
+ *Booinberg. Cargo
Steamer A. Viiyk & Sons, Holland
t*Chassis Miersk. ,. ,, ,.
t*Whaler Kaldntes Mek. Vserksted . .
* Deneside, Cargo
Steamer . . J. T. Eltringhani & Co
t*Suction Dredger . . .ileyers' Shipbuilding Co., Holland
* Underwriters & Richard
Grech, Screw Tugs A. Vuyk & Sons, F olland . .
t*2 Whalers
Total s,o7o
R. &. W. Hawthorn, Leslie & Co., Newcastle-on-Tyne.
/ H.M.S. Scourge, T.B.D, British .\dmiralty 12.500 S.H. P.
t H.M.S. Kemesis&Nere-
ide, T.B.D
/ H.M. Protected Cruiser
Weymouth (boilers
only)
400.
400
160
180
qoo
800
-
40 .
—
380
350
—
7ooea
42oea
—
i3.5ooea
t Nemrod
t Alberia
t Recordo, Resono, Repro
and Renco
t Corientes & Corythaix
t Courtier
t Trier
t Narval
t Ruby
t Manx Prince
t Prince Victor
t S.S. Haldane . . . .
t Eileen Duncan . .
C. D. Holmes & Co., Hull.
. , Cook, Weltou iS: (iemmcH
Cochrane & Sons
450
200
.=i5o
I. So
42 ea
i8oca
5'ioea
1 9 Sea
375
180
-tSO
300
425
200
425
180
42.1
180
400
1 80
soo
200'
42.i
:8o
870
180
.100
180
,000
180
rsota
i40ca
650
180
,100
180
800
180
t Triple.
■ Conipound,
MacColl & Pollock, Ltd., Sunderland.
t Triton .... . R, Tlininpioii & ,'^(.n«
• ludutionare , . . . «'- Pickersgill & Sons . . i
t Cingetorix .\iit%verp Engineering C. i
* Unison and Koclunnie. Smith's Dock Co., Ltd
r Adolf Smith's Dock Co.. Ltd
t S.S. Xo. 142 ,, .. Craig, Taylor & Co., Ltd- • 2
+ Perdita Mackay Bros
T.ilal I'
Mersey Engineering Works Co,, Ltd,. Liverpool.
/ 32 tt. steel Uaunell lor
British Colonial Pet-
roleum Corp., London Mersey Engine ^^'orks
tt32 ft. Steel Launch for
Elder, Dempster & Co, ,, . ....
/ 3 32-ft. Steel Launches
ior Elder, Dempster
andCo,.Lld.,Strs.. . ;o i.
A. G. Mumford Ltd., Cal>er Street, Engineering Wo-ks, Colchester.
ttSteatn Launches Tugs,
and small Yachts. 14
sets Various 2,300
120
120
■Compoimd. + Triple. /Turbine, r Twin Triple.' t* Triple Compound.
/ Compound N'on-Condensing. tt Tiyin Compound.
January, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
213
North-Eastern Marine
Name of Vessel.
Auglo-PaUigonian
(Quadruple)
Anticosti
Anerley
Bcubrook. Bengrove
and Benpark . .
Bideford
Bradford City
Christopher
Cydonia
Corbridge
Esturia
Ellerbeck
Eggesford
Gripfast
Hova
Kwarra
Kamma
Kcystorm
Kcret
Kirkwood
Liidy-wood
Marsden
Marie
Malnianger
Nora
Norhilda
Octo
Oakmere
Port Curtis {Qu dniple)
PortKembla ,,
Renfe Marthe
Sir Ernest Cassel
Storstad
Syndic
San Remo
Stephen
Skipjack
Solent
Scottish Prince . .
Saskatoon
Signe
Tenger
Tremont & Tripoli
Towneley
Temo
Thesbe
West Quarter
Wedgewood
New Boiler.
Wasaw
Engineering Co.. Ltd., Wallsend and Sunderland.
Builders. l.H.P. Press,
lbs.
I^ondon 2,880 ■ —
Liverpool 2,906 —
lyondon i ,860 —
Liverpool 2 ,
Cardiff i
I
Liverpool 2
North Shields i
Cardiff ^,
London i ;
Newcastle i,
Cardiff i
Newcastle
London 2,
Liverpool 2
Copenhagen
Ontario i,
Archangel
London ij
,, I,
Newcastle ii
Esbjerg
Bergen
Esbjerg
Bristol
Chrisliania
Manchester ii
London . . i
Caen i,
Stockholm . . . » 2
Stavanger 3
Glasgow I ,
Christiania i.
Liverpool 2,
Newcastle
Sunderland 1
Newcastle 2
Sunderland
Tonsberg . . • . i
Austria
Liverpool 2
Newcastle i
Arendal
Caen
Newcastle i
London r
,05oea
,980
,830
,202
,650
,040
.t7t>
345
980
985
,202
>550
834
038
792
475
645
.524
485
950
485
864
975
025
.540
,540
055
,825
.492
,632
,416
,400
890
,115
.335
935
>395
852
,844ea
.524
975
900
.345
.475
Total 85,361
44,826 l.H.P. being constructed at the Wallsend Works, and 40,535 at the
Sunderland Works.
The Parsons Marine Steam Turbine Co., Ltd.
t H.M.S. Rattlesnake
t H.M.S. Weymouth
S.S. Vespasian . .
London & Glasgow Engineering
and Iron Shipbuilding Co., Ltd.
. Sir W, G. Armstrong, Whitwotth
and Co., Ltd
. (Re-engined with geared turbines)
Toted, 33,>oo.
J. P. Rennoldson & Sons, South Shields.
t Cabo da Roca . . . . J. P. Rennoldson & Sons . .
• AbeilleVI ,. .. ....
ttAbeille V ,, ., ....
Telpher, Barge .... ,, ,, ....
• Irena .... .... ,, ,, ....
• Souter „ „ ....
t George V. (engines only) Sir W. G. Armstrong, Whitworth
and Co.. Ltd
620
375
750
385
375
720
T. tal 3.225
Richardsons, Westgarth & Co., Ltd., Harilepooi.
S.S. Indrabarah (Twin Screw) 5.000
S.S.'s Berwindraoor and Berwindvale 3,5ooea
S.S. Stephen Furness 3.000
S.S.'s Tamele, Onitsha and Akassa 2,4ooea
S.S.'s Lingfield and Maresfield 2,3ooea
S.S. Kaduna 2,250
S.S.'s Ariosto.Dalecrest.Wearbridge and Argentine Trans-
port 2,oooea
S.S. Thistletor 1,900
S.S.*s British Transport and Canadian Transport . . r,85oea
S.S.'s Indian Transport, Cape Transport, Natal Transport
and Erantford i ,8ooea
S.S. Ramsgarth 1,200
S.S. Lisbon 1,150
S.S.'s Brandenberg, Oldenberg, Madgeberg, Graanhandel,
Driebergen and Ubbergen i,oooea
S.S.'s Hopeful and Norfolk Coast Sooea
S.S. London Queen . . 650
S.S. Teeswood 450
S.S. Vittorio Emmanuel 250
Barge I75
61,325
Richardsons, Westgarth & Co., Ltd., West Hartlepool. — continued.
Name of Ve?sel. Builders. l.H.P. Press.
lbs.
S.S. Manchester Spinner (engines only) 2,000 —
Steam Turbines . . . . 8,340 ■ —
Steam Blowing Engines 3,000 —
Marine and Water Tube Boilers 10,850 —
Total 85,515
The Shields Engineering and Dry Dock Co., Ltd., North Shields.
• S.S. Flying Kestrel, Passenger Tender 910
t 215 Contract, Trawler .. 670
t G.M., Trawler 480
t Serra D'Agrella, Trawler 510
t Roche Castle, Trawler 510
• Priestman, Dredger . . 425
t Hananui, Whaler . . 425
• Rosa, T.S. Cargo Boat 540
• Dean Forest, Liscannor and Multistone, Cargo Boats . . 4i5ea
• Lassi Main, Five and Ten, Drifters 255ea
• E.J.M., Deliverer, Eminent, Water Bird III., Good Design
XL, Mary Thompson, Dairlie, J.A.C., Chris, Lloyd
George and Contract 219, Drifters i95ea
• Launch 130
• S.S. Barao de Cometa, T.S. Amazon Steamer . . 560
• Contract 221, •■Vniazon Boat 470
t Contract 222, Trawler 560
t Picton Castle, Trawler 510
f Contract 214, Trawler 510
Totol 11,363
Simpson, Striclcland & Co., Ltd., Dartmouth, Devon.
Abroad
^tl'essa Meakes & Redknap
XX ,, Abroad
T Launch
XX „
jJBrown Mouse
I Launch
Abroad
Replaced Motor.
Boilers only
30
23
3
25
34
26
6
23
26
372
651
150
150
150
150
150
250
150
150
250
150
150
250
120
Sisson "
t Triple.
• Compound. ft Twin Compound.
Sisson & Co., Ltd., Gloucester.
JtForester, Trading
Steamer Edward Finch & Co., Ltd. . . 250
Have also completed during 1910 about 2,550 Brake H.P. '
enclosed self-lubricating engnies.
The Vauxhall and West Hydraulic Engineering Co., Ltd., Luton, Beds.
JtTwo Steam Lighters . . Foreign 020 160
tJSo Crane Barge .. .. Britisa Twm 45^ 140
tJSteam Barge 150 130
tlPassenger Launch . . „ ..o 130
JJPassenger Launch .. Foreign Twin 80 r30
t Land Engine (Mill) . . Driving English Mill 400 200
jjSmall Launch . . . . Foreign 30 130
J i 2 Passenger Launches . . British i boea 1 5oea
/ 2 Small Tugs 6oea i3oea
t Harbour Master's Vessel ,, 300 i8o
jjFast Launch .. .. ,, 200 160
/ Tug Foreign Twin 160 140
tJTug Passenger Boat ,, Twin 250 14c
JtStern Wheel Vessel .. British 150 140
JSteam Barge .. .. ,, i/O 150
tJTug Foreign 140 130
tJPassenger Tug .. .. British .. ■ 350 140
tJPassenger Launch . . ,, . . 80 130
Total 3,830
The Wallsend Slipway and Engineering Co., Ltd., Wallsend-on-Tyne.
t H.M.S. Orion .. .. Portsmouth Dockyard .. ..27,000 —
S.S. Kioto, Single-Screw Swan, Hunter & Wigham Rich-
ardson, Ltd 3,550 —
S.S. Prince George.Twin-
Screw ,, ,, ,, 6,500 —
/ H.M. T.B.D. Hope .. „ „ „ 13,500 —
S.S. Franconia, Twin-Scr. ,, ,, ,, 14,500 —
S.S. Hodder,Single-Scr. Messrs. Dobson & Co 2,200 —
Total 67,250
W. & F. Wills Ltd., Bridgewater.
S.S. Sir Joseph Rhymer Hull and propelling machinery by
Hepple & Co., Ltd —
Eroding plant by W. & F. Wills,
Ltd., Bridgewater . . . . no 160
• Compound. / Turbine, t Triple. XX Compound Surface Condensing.
a Quadruple. / Compoimd Non-Condensing.
214
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
SCOTCH.
THE CLYDE. Etc.
Aiisa Shipbuilding Co., Ltd., Troon and Ayr.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erecl.
S.S. Corncrake .. ..Steam Steel British 1,171 — 1,600
T.S.S. Itaiiba .. .. „ ,, Foreign 1,851 — 1,900
T.S.F. Storeton , „ British 408 — 990
T.S.S. Ilheos .. .. „ ,, Foreign 760 — 1,200
T.S.S. Cannavielras . . ,, ,, ,, 760 — 1,200
T.S.S. Valenca .. .. „ „ „ 190 — ;ioo
Alley & MacLelian, Ltd., Polmadie.
26 Barges Steel Foreign ■ — 2,648 —
17 Pontoons ,. ,, — 420 —
* 2 T.S. Steamers ,, ,, — 280 700
• I S.S.Steanier ,, — ^io 100
♦ I S.W. Steamer ,. — 60 80
1 Fern,' . , — 42 —
Ardrossan Dry Docit and SItipbuilding Co., Ltd., Ardrossan.
No. 235 Ship, Paddle .. Steel British 425 — 500
t Canonbar, Single-screw . . „ Colonial 720 — 700
• Maianbar, Twin-screw .... ., 487 — 600
Barclay, Curie & Co., Ltd., Whiteinch, Glasgow.
Garth Castle, Twin-screw Boat — British 7.S00 — 4.700
Hubert, Single-screw Boat . . — ,, 3,780 — 2,500
City of Chester, do — ,, 5.524 — 3,300
Knrsk, Twin-screw Boat . . — Foreign 8,200 — 6,900
Chilka, do — British 1,420 — 4,200
Cocouada, do — ,, 4,120 — 4,200
Also engined by Barclay, Curie & Co. Lid.
William Beardmore & Co., Ltd., Dalmuir.
H.M.S. Falmouth . . . . — British s.^oodis. 25,000
T.S.S. Shieldhall .... — ., 2,20odis. — 1,500
Bow, McLachlan & Co., Ltd.
Volo, Steam Yacht . . . . — British 157 — 350
H.M.S. Resource, Screw . . — ,, 399 — 600
Mainstay, Forestay & Jack-
stay, Screws — Foreign 44ea — i8oea
Princess Mary, Twin-Screw — Colonial 1697 — 2,500
2 Lighters — „ 203ea — —
Pontoon — Foreign 62 — —
— M 71 — —
H.M.S. Alliance, Hull built
in H.M. Dockyard . . — British — — 1,600
H.M.S. Firm ,, — ,, — — 1,400
Hull built in Colonies . . — Colonial — — 3.130
George Brown & Co., Greenock.
Nos. 58, 59 and 60, T.S.S. .. — — iioea — —
No. 61 , S.D - — Foreign 403 — —
No. 62, S.Y — British 40 — —
Nos. 63 and 64, T.S.S. .. — — iizea — —
No. 63 S.S — — 170 — —
John Brown & Co., Ltd., Clydebank.
/ Bristol, 2nd-class Cruiser . . — British
Admiralty 4,850 — 22,000
t Acorn, T.B. Destroyer .. — ,, 790 — 13,500
t Alarm ,, . . — ,, 790 — 13,500
t Brisk ,, . . — ,. 790 — 13,500
Doris, Steam Yacht . . . . — British 910 — 2,500
/ St. Petersburg, Triple-screw
Steamer — ,, 2,448 — g.ooo
Preussen, Single-screw Steamer — Foreign 7,986 — 3,700
The Campbeltown Shipbuilding Co., Campbeltown.
t Plutus S.S Steel lirUish 1,189 1.289 —
t Anna S.S ,. Foreign 1,196 1,296 —
f Bore S.S „ ,, 1.209 1,300 • —
D. M. Cumming, Glasgow.
4 Barges — — 44aggr. — —
Motor Barge — ■ — 36 — 40B.H.P,
Clyde Shipbuilding and Engineering Co., Ltd., Port Glasgow.
v. A. Gordon S.S — Colouial 2,301 — 1,000
A. E. McKinstry, S.S. . . — ,, 1,964 — 1,000
Renvoyle, S.S — ,, 1,830 — 1,000
Szent istvan, S.S. — Foreign 3,087 — 2,500
Sirena, Machinery , ,. — ,. — — 1,500
William Denny & Brothers, Leven Shipyard, Dumbarton.
Pincher, T.B.D — British 8S7 — —
Yarra, T.B.D — Colonial 617 — —
Staunch. T.B.D — British S50 — —
Rotorua, C.S.S — Colonial 1 1 .1 30 — —
Chindwin. S.S — British 6,284 — —
Angora, Turbine . . . . — British 4,325 — —
Catriona, M.I, — ,, 9 — —
Light Draught Vessels.
shipped abroad in pieces.. — Foreign 1,771 — —
Duncan & Co., Ltd., Brown Street, Port Glasgow.
t Olga, Screw Steamer . . Steel I'oreign 2,662 — 1.500
t Luciston, Screw Steamer . . ,, British 2,948 — 1,730
* Compound. t Triple. (Turbine.
Charles Connell & Co., Ltd., Scotstoun.
G.T.
Name of Vessel, Built of Owners. G.T. inclu. I.H.P.
Regis. erect.
Indradeo, S.S — British 5,559 — 3,000
Student, S.S — „ 3,579 — 1^850
Saturnia T.S.S — „ 8,611 ~ 5,400
Knight Companion, S.S. . . — ,, 7.433 — 3.200
Explorer, S.S ~ ., 7,608 — 4^200
The Fairfield Shipbuilding and Engineering Co., Ltd., Govan, Glasgow.
H.M.S. Mosquito & Scorpion
Tor. Boat Destroyers . . — Brit. Govt. — — —
H.M.A.S. Parramatta and
Warrego, T.B.D's — Colonial — — —
H.M.S. Cameleon, Comet,
and Goldfinch, T.B.D.'s — Brit. Govt. —
Princess Adelaide S.S. . . — Colonial — — —
Bosphorus 65, T.S.S. .. — Foreign — — —
Bosphorus 66, T.S.S. . . — Foreign — — —
Royal Edward, Turbine
(overhaul & alterations) . — British — — —
Royal George do. — Foreign — — —
Ferguson Brothers, Port Glasgow.
Ozama, Dredger . . . . — Foreign 400 — 360
Heito Maru, Dredger .. — ,, 600 — 1,300
Tehwaka, Dredger .. .. — Colonial 3^0 — 400
Beam, Beverley and Wal-
brook, Tugs — British 2ooea — ri5oea
Rhyl, Dredger — „ 1,100 — 1,650
W. Fife & Sons, Fairlie, Ayrshire.
Shaheen, Aux. Ketch (Petrol
Motor) Wood British S3 — —
Irex, Cutter ,, ,, 17 — —
Gannet, Aux. Ketch (Paraf-
fin Motor) ,, ,, 37 — —
Sophie Elisabeth (part steel
frame). Cutter . . . . ,, Foreign 49 — —
Ariel and Cingalee, Cutters ,, British 4ea — —
Irene, Cutter British 9 — —
The Truant, Cutter ...... ,, 9 — —
Fleming & Ferguson, Ltd., Paisley.
t Paritubu Steel British — 800 800
t 2 Steam Lighters, shipped in
pieces Foreign — 1,000 800
t Skeandhu ,, British — 120 300
t 2 Harbour Service Vessels,
shipped in pieces ....,, i .600 — 1 ,400
t Nessie ,, ,, — 150 200
t 2 Steam Barges, shipped in
pieces ,, i 600 — 1,400
t T.C.C., No. 8 ,, .. — 700 800
t 2 sets Triple Exjiansions,
shipped in Canada . . — — — — ■ —
John Fullerton & Co., Paisley.
* Clydeside Steel British 405 — 600
* Walnut ,, ,, 340 — 394
t Primrose ,, ,, 611 — 571
t Clydennibor ,. 793 — 792
t Alert , .. 193 — 657
The Greenock & Grangemouth Dockyard Co., Ltd., Greenock and Grangemouth.
Greenock Yard.
Impoco, Single Screw Str.,
for carrying oil in bulk Steel Foreign 1,683 — 1.500
Barshaw, Screw Cargo Steamer ,, British 794 — 850
Broompark, Screw Cargo ,, ,, ,. 1,299 — 75o
Grangemouth Yard.
Brandenburg, Screw Cargo
Steamer Steel British 1,446 — 1,000
Oldenburg, Screw Cargo
Steamer ., ,. 1.454 — 1,000
Madgeburg, Screw Cargo
Steamer „ 1 .45 1 — i ,000
El Zarate. Twin - Screw
Steamer , Foreign 1,150 — 800
William Hamilton & Co., Ltd., Port Glasgow.
t Saint Ronald Steel British 4,387 — 2,200
t Middlehain Castle ,, 4.534 — 2,500
t Jonathan Holt and Thomas
Holt ,. „ i,52iea — i,iooea
t Howick Hall ,, 4,922 — 3,000
t Saint Kilda ,, ,, 39,389 2,200 —
Araujo Pinho, Floating Dock — Foreign 2,000 — —
J. & J. Hay, Ltd., Kirkintilloch, Glasgow.
* Cretan, Smack Steei British 2 92 100
David & William Henderson & Co., Ltd., Partick, Glasgow.
L,isboa, Twin-Screw . . . . Steel Foreign 7,459 — 7,550
Inventor, Screw „ British 7,679 — 4,250
Duchess of Richmond, Paddle ,, ,, 354 — 990
A. & J. Inglis, Ltd.. Point House.
* Weeroona, P.S Steel Colonial 1,412 — 3, 500
* Mountaineer, P.S ,, British 235 — 650
t Ivavolara, S.S Foreign 462 ■ — 600
Eagle III, engined Builders.. — British — — ■ 1,600
t Arabia .... ■ — „ — — 55o
* — — — — 50
♦ Compound. t Triple.
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
Lobnitz & Co.. Ltd.. Renfrew.
Xanie of Vessel. Built of Uwnt
t N.E.R. No. 7, Suction Dredger —
Benue, Stern Wheel Steamer —
* S.P. and S. No. 4, Hopper
Barge —
* 2 Hopper Barges . . . . —
* Victuria. Bucket Dredger.. —
* 2 Hopper Barges . , . . —
* Hopper Barge —
* Armor, Bucket Dredger . . —
* Crane Barge — ■
* Alphonso Fondere, Stern
Wheel Steamer . . . . —
* Hopper Barge —
* Six Rock-cutters . . . . —
Foreign
British
Foreign
G.T.
Regis.
820
42
158
400
205
280
350
462
230
350
440
G.T.
inclu.
erect.
1,350
100
— 400
London and Glasgow Engineering and Iron Shipbuilding Co., Ltd.,
Rattlesnake. T.B.D. .. — British Govt. 920 —
R. MacAllister & Sons, Dumbarton.
Paula II., Cutter Yacht . . — Foreign 50 —
Cynthia, Motor Yacht .. — British 4 —
Kia Ora, Motor Yacht — — ,, 17 —
Avon, Motor Yacht .... — .. is —
Aroha, Motor Yacht .... — ,, 6 —
Peter McGregor & Sons, Kirkintilloch, Glasgow.
tJArdfern Steel British gg —
i jXos. 47 and 48 ,, ,, ttoea —
No. 49 Foreign 27 —
Mackie & Thomson, Ltd., Govan.
t Vincent, Cargo — British 985 —
t Pelican. Trawler .. .. — Foreign 263 —
t D. Manoel II., Trawler .. — ,, 215 —
t Oak Apple, Drifter . . . . — British 98 —
t Brentham, Cargo .... — ,, 828 —
t Baron Ruzette, Trawler . . — Foreign 216 —
t Goeland, Trawler .... — ,. 260 —
t Cramond Island, Trawler — British 180 —
4 Barges, for shipment . . — — gSea —
Archd. McMillan &
Glasgow.
12,500
Crosshill
Strathan
Strathardle . . . .
Trabboch
Thomas J. Drummond
Son, Ltd., Dumbarton.
steam Steel British 1,000
4.3S6
4,379
.. I. ., 4,022
Colonial 2,212
m Moraig, I^ugger
A. Munro,
Ardrishaig.
British
John Bacon, S.S.
Rio Yaco, T.S.S
Republicano, T.S.S.
Alto Purus, S.S.
Rio Curuca. S.S. . .
Porto-Seguro, T.S.S.
Turuna, S.S,
Santa Maria, S S.
Valparaiso. S.S. . .
Aquiry, S.S.
Muruzinho, S.S. . .
Murdoch & Murray, Port Glasgow.
t Venture, T.S.S.
d Eagle, P.S
t Den of Glamis.S.S. .
t Kulambangra, T.S.S.
t CabraI,S.S. .. .
Steel British 389
Foreign 361
328
141
333
395
195
195
429
350
,, 212
tNapier & Millar, Ltd., Old Kilpatrick.
Colonial
British
— Foreign
1,012
392
.S,200
2,006
580
John Reid & Co., Ltd., Whiteinch, Glasgow.
Norian, Steam Yacht . . Steel British 65
Ritchie,
17 Cargo Barges (Sail)
Steam Launch . .
Rio Jlachado, T.S.S. . .
Steam launch . .
Graham & Milne, Whiteinch.
— Foreign 1,650
. ■ — >. 40
.. — „ 380
20
Russell & Co., Port Glasgow
Highland Corrie, Highland
.Scot and Highland Glen,
Shelter Deck Pass, and
Cargo steamers (refrigerated) — British
Ivuceric and Orteric, Shelter
130
45oea
670
530
460
280
720
480
530
400
— 750
— 700
— 460
— 200
— 600
— 830
— 330
— 330
— 700
— 600
— 300
— 1,300
— 1,600
— 3.000
— 1 ,400
— 960
— 130
80
900
35
7,343 — —
Deck Pass, and Cargo Strs. — „ 6,526
—
—
Roseric, do — „ 4,738
—
—
Drumcraig, Cargo Steamer ■ — ,, 4,662
—
—
Volnav M •■ — .. 4,609
—
—
Copenhagen ,, •■ — .> 4.539
—
—
Earl of Forfar ,, . . — ,, 4,452
—
—
IviddesdaleJ „ • ■ — ,, 4,402
—
—
Dunclutha ,. ■ • — .. 3.973
—
—
A. Robertson & Co., Sandbank, Argyllshire.
Tritonia, Racing Cutter . . — British 50
—
—
Decima, Racing Sloop . . — Foreign 8
—
—
A. Rodger & Co., Port Glasgow.
Nigretia, Single-deck Steamer — British 3,186
—
2.000
Ngatoro, Single-deck Str. — ,, 1,138
■ —
1,100
BaronRenfrew, Shelter-deck
Steamer — „ 1,605
—
1,200
t Triple. * Compound. Xt Compound Surface Condensing.
m Motor.
d Tandem Diagonal.
215
I.H.P.
260
850
260
400
750
300
500
400
230
3,540
3,700
45oea
1,300
1 ,050
8,oooea
4,200
22
000
50
16
oooea
10
000
400
i2oea
300
70
Scotts' Shipbuilding and Engineering Co., Ltd., Greenock.
G.T.
Name of Vessel. Built of Owners. G.T. inclu.
Regis, erect,
H.M. Battleship Colos.'ius — — 2o,25odis. —
Scott & Sons, Bowling, nr. Glasgow.
• St. Modan Steel British 237 —
t Amethyst „ ,, 662 —
• Loch Etive ,, „ 237 —
t Mariel ,, „ 105 —
t Onyx „ „ 593 —
• Kinnaird Head ,, „ 190 —
• Loch Leven „ ,, 306 —
t No. 224 .. , „ 105 —
• No. 226 „ „ 70 - —
Wm. Simons & Co., Ltd., Renfrew.
Dredger — Foreign 2,224 —
Dredger — British 2,113 —
2 Dredgers — Colonial 35oea —
Dredger — ,, 748 —
Hopper Barge — ., 537 —
Alex. Stephen & Son, Ltd., Govan.
a Levnka Steel Colonial 6,129 —
t Zeelandia „ Foreign 7,958 ■ —
t Damara ,, British 4,987 ■ —
a Abhona , ,, 4,066 —
a Elisabethville ,, Foreign 7,034 —
All engined by Messrs. A. Stephen & Son, Ltd.
Yarrow & Co., Ltd., Glasgow.
Parana and Sergipe, T.B.D.
speed, 28 knots . . . . — Foreign 56oea —
Soridderen, Torp. B — „ 216 —
1 2 Yarrow Water Tube
Boilers fitted with super-
heaters and Yarrow's pa-
tent feed heating device,
for H.M.S. Yarmouth . . — British Admty. ■ — —
Maria, Single-Screw Tug . . - — Foreign 8 ■ —
H.M.S. Archer and H.M.S.
Attack, T.B.D.'s . . . . — British ■ — —
Machinery for one Torpedo
Boat Destroyer, 240 ft.
long by 23 ft. 6 in. beam.. — Foreign — —
I Yarrow Water Tube Boiler — ,, — —
Twin-Screw Motor Boats . . — ,, — —
Triple-Screw Motor Boat .. — ,, 18 —
Shallow Draught Launch — ,, 22 —
THE FORTH, Etc.
John Cran & Co., Leith.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
wSt. Helens, Ketch .. Steel British 50 — —
M Solent „ „ 50 — —
* Brevennik, Screw Tug . . ,, Foreign \g — 260
S. Ushla, Twin-Screw Tug ,. ., so — 150
Hawthorns & Co., Ltd., Leith.
t Scapa, Silka and Sonja,
Whalers — British I26ea — 400ea
Mackay Bros., Alloa.
t Perdita — British 542 — 700
Ramage & Ferguson, Ltd., Leith.
t La Rfeolue, Aux. Steam Yacht Steel Foreign 695 — 750
g William Muir, Paddle Str.
(rebuilt) ,, British — — 1,100
t Kingstown, Screw Steamer ,, ,, 628 — 850
* Carnduff ., . . ,, „ 259 — 350
t Estrellano ,, .. ,, ,, 1,161 — 1,100
J. Weatherhead, Eyemouth.
Water Lily, Tug rig . . . . — British — 15 —
2 small 16 ft. boats. Tug rig — ,, — — —
Installed seven Motors and Fishing Boats, a Herring Drifter suitable for
motor or steam engine.
THE TAY.
The Caledon Shipbuilding and Engineering Co., Ltd., Dundee.
G.T.
Name of Vessel. Built of Ow^lers. G.T. inclu. I.H.P.
Regis, erect.
* Newport, Ferry Boat Steam Steel British 300 300 350
t Koolga .... ., ,, ,, 1,110 1,110 1,200
t Royal Scott .. ,, ,, ,, 1,726 1,778 6,000
* Charles Barrie .. ,, ,, ,, 122 122 250
All engined by the Caledon Co.
The Dundee Shipbuilding Co., Ltd., Dundee.
6 Barges Steel — 574 total — —
* Fogota, S.S. Colonial 395 ■ — 00
Svetor Spiridon, S.S ,, Foreign 945 — 33oea.engine
t Tinto ,, British 6g6 — 600
* Compound. t Triple. a Quadruple. m Motor.
g Compound Diagonal
2l6
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
THE DEE.
The John Duthie Torry Shipbuilding Co., Torry, Aberdeen.
C.T.
inchi. I.H.r.
Name nf
;sel.
Hiiilt 111 Owners.
Driver, Steam Trawler . . —
.■Vlcatraz, Steam Trawler . . —
Heathery Brae, Steam Drifter —
Maggie Gault, ,, . . —
Coiilardliank ,, . . —
Ord Hill „ . . —
CharmouUi, Steam Trawler —
Braes-o-Buckie, St. Drifter.. —
Whinnieknows ,, . . —
lyoch Assatcr, Locii Lee and
No. 347, Steam Trawlers ■ —
BriUsh
Foreign
British
c.r.
Regis.
207
87
89
90
87
89
i<)S
84
f)o
erect.
Devotion, Drifter
Celtic Pride, Cargo Steamer
Shilbottle, Cargo Steamer .
U.K., Salvage Steamer
New Comet, Trawler
Forelock, Drifter
Alice Dodds, Trawler
Horace Strond, Trawler . .
Vasco da Gama, Trawler . .
Alexander Hall & Co., Ltd., Aberdeen.
88
4.57
310
114
177
89
197
208
265
Foreign
— British
— Foreign
— British
Hall, Russell & Co., Ltd., Aberdeen.
Seis, Steam Trawler ....
Loch Maree, St. Trawler . .
Charles, St. Trawler . . . .
Strathlossie & Strathalmond
St. Trawlers
I,ass o' Doune and Loch
Craig, St. Drifters . .
John G. Watson, St. Trawler
Intaba, Pass, and Cargo . .
John C. Meikle and Thomas
Young, S. Trawlers
Strathfinella and Strathle-
then, St. Trawlers . . . .
63
92ea
4,832
Name of Vessel.
LIST OF VESSELS ENGINED IN 1910.
J. Abernethy & Co., Aberdeen.
liuilders.
J. Dvithie S.B. Co., Aberdeen
Alcatraz ...
t Maggie Gault, Coulard
Bank, Ordhill and
Whinnie Knowe .. ,,
• Braes o' Buckie .... ,. ,.
• Sunnvside W. & J. Gardiner, CuUen
• Fogota Dundee S.B. Co
t Loch Assater and Loch
Lee J. Duthie S.B. Co., Aberdeen-
Aitchison Blair & Co., Clyde Bank.
. . . . I^orcign
t Single Screw
n
/
«
ttTwin Screw
J {Single Screw
n
/
tJTwin Screws
Campbell & Calderwood, Paisley.
9 sets of Screw Engines I'ureign
3 sets of Stern Wheel
Engines ,,
J. Cran & Co., Leith.
Brevennik John Cran & Co
Ushia „ „ ....
t H.M.S. Pincher
t Destroyer Yarra
Sir TrevTedyn Wynne,
Paddle
<t Rotorua, Twin Sc. .
Sara, Paddle
Damukdia, Paddle
t Chindwin, Single Sc. .
t .\ngora
( H.M.S. St.aunch
Denny & Co., Dumbarton.
. British
Eastern
Colonial
Eastern
British
Total indicated horse-power, 63,900.
Dunsmuir & Jackson, Ltd., Govan.
t S.S. student
t S.S. Saint Ronald
t T.S. Siiturnia
a S..S. Explorer
t S.S. Briiunipark . .
Chas. Connell & Co., Ltd.
Wm. Hamilton & Co., Ltd.
Chas. Connell & Co., Ltd.
Greenock & Grangemouth Dock'
yard Co., Ltd.
340
275
iRo
2()0
250
260
350
200
230
230
555
350
250
350
250
390
440
700
450
280
28oea
475
3,000
45oea
4ooea
I.H.r. Press.
lbs.
300 180
26oea r8.ea
220 r50
220 150
550 r3o
45oea iSoea
()00
260
40
80
540
550
680
40
380 ea
3,550
9.-0
550
260
150
rSo
120
20
r20
130
120
r4o
r20
l3oea
130
120
2
000
2
700
b
300
4
100
750
Total 15,850
Also a number of Marine Boilers.
♦ Compound, t Triple. JJ Compound Surface Condensing.
fl Quadruple. / Compound Non-Condensing, s Jet Condensing. (Turbine.
/t Turbine Triple.
Gouldie, Gillespie & Co., Glasgow.
Name of Vessel. BuiMers.
Owenaminane . . . . Geo. Brown & Co. . .
Kinnaird Head . . . . Scott & Sons
Rivercloy Lame Shipbuilding Co.
Ardfern P. McGregor & Sons
Shipped Abroad ....
400
300
140
130
100
Press,
lbs.
120
125
120
100
150
Hawthorns & Co., Ltd., Leith.
t Scapa, Silva & Souja . . Hawthorns &. Co., Md. . .
• Veteran Carnegie & Matthew
* For Singa ore
One set of marine engines, H)0 I.H.P. ; r
I.H.P., for Singapore.
40oca iSoea
190 140
150 120
f marine engines, 150
John G. Klncaid & Co., Ltd., Greenock.
Copenhagen, Single-
Screw Cargo Steamer Russell .t Co 2,350 —
Dunclutha, Single-Screw
Cargo Steamer . . ,, 2,250 —
Impoco, Screw Oil-
Tank Steamer . . Greenock & Grangemouth Dock-
yard Co., Ltd
Kulambangra, Twin-
Screw Passenger and
Cargo Steamer . . Napier & Miller, Ltd
Rio Machado , Twin-
Screw Passenger and
Cargo Steamer . . Ritchie, Graham & Milne
Anna and Bore; Single-
Screw Cargo Steamers Campbeltown Shipbuilding Co.
Rio Yaco, Twin-Screw
Passenger and Cargo
Steamer Murdoch & Murray
1,500
1,400 —
800 —
Total lo.qoo
t No. 5 and Charmouth
t Pelican
i Dom Manoel 11.
t Vincent
t Oak Apple
t Baron Rulzette . .
I Brentham
t Goeland
t Cramond Island . .
* Cromorna
t SvetioSpiridon, T.S.
t Marrawah
* Castle Stuart . . .
* S.S. No. 44
V. V. Lidgerwood, Coatbridge.
J. Uulliic, Turry, Aljcnk-cii . .
Mackie & Thomson, Ltd., Govan
Smith Dock Co., Ltd Middlesbro"
Dtmdee Shipbuilding Co., Dundee
Rose St. Foundry, Inverness . .
.. Montrose Shipbuilding Co.,
Montrose
4ooea iSoea
530 180
480
670
280
480
720
530
400
250
700
500
250
180
x8o
180
180
160
180
1 80
125
180
180
160
Total 6,870
IMcKie & Baxter, Govan, Glasgow.— The output for the year has been
tifly-lour sets of marine ciiiiiiK'^, totalling 8,395 I.H.P.
Miller & Macfie, Ltd., Glasgow.
t Venture, Twin-screw . . Napier & Miller, Ltd.
* One Vessel, Tug .. Smith's Dock Co., Ltd. ..
t Cabral . . ". Napier & Miller, Ltd.
* Sao Pedro >.
♦JVacht South of England
Fishers, Ltd., Paisley.
Scott & Sons, Bowling . .
J. Fullerton & Co., Paisley
ttSaint Modan
tJLoch Etive
ItWalnut .. .
J JNorian J. Reid & Co., Whiteinch
jJName not known
t Mariel
t Name not known
Scott & Sons, Bowling
1,300
150
150
960
430
60
300
300
400
140
250
380
380
180
130
130
180
130
140
135
135
130
120
140
160
160
Menzies & Co., Ltd., Leith.
White Daisy of Banff . Engines supplied
Muir & Houston, Ltd., Glasgow.
* Bellavale Mackic & Tlionison, Govan . .
t Amethyst Ailsa Shipbuilding Co. . Ltd., Ayr
t John Bacon . . . . Murdoch & Murray, Port Glasgow
t Thomas J. Drummond. Archd. McMillan, Son, Ltd.,
Dumbarton
t C. A. Jaques .... „ ..
t Porto Seguro .. Murdoch & Murray, Port Glasgow
I Onyx Scott & Sons, Bowling . .
t Rio Curuca & Aquiry iVIurdoch & Murray, Port Glasgow
t Valparaiso
Total 8,230
Rankine & Blackmore, Greenock.
t S.S. Earl of Forfar . . Russell & Co
t Volnay .,
t Roseric ,,
t Luceric and Orteric . . ,,
t Highland Corrie, High-
land Scot & Highland
Glen „
2,500
2,600
2,750
4,oooea
180
180
180
i8oca
5,oooea 2ioea
Total 30,850
' Compound, t Triple. J} Compomid Surface Condensing.
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
217
James Ritchie, Partlck. Glasgow.
Name of Vessel. Builders.
jjSogenada Wm. Chalmers & Co., Ltd.
ttEndcliffe Wm. Walker. Maryport ,.
Shipment work . . Foreign owners
330
475
520
Press.
lbs.
130
130
13C-180
Ross & Duncan, Govan, Glasgow. — During the year Messrs. Ross and
Duncan have constructed and titttd on board screw vessels on the Clyde
fourteen sets of niachincrv aggregating 7,650 indicated horse power, and
shipped abroad sixteensels aggregating 3,550 indicated horse power, making
a total output for the vear of thirty sets of 11,200 I.H.P. In addition to
the boilers for these sets twenty-three boilers of 6,500 I.H.P. have been
constructed for home and abroad, twenty sets of machiner>- of 6,550 I.H.P
are at present in hand.
David Rowan & Co., Glasgow.
I^iddesdale,
Forced l>r..S. Russell is: Co
Plutus Natural ,, Campbelto\vn Shipbuilding Co...
Clyde^ide ,, .. John Fullarton & Co
Trabboch ,. ,, Archd. McMillan & Son, Ltd. . .
Indradeo ,. ,, Charles Connell & Co., Ltd. . .
Canonbar ,. ,, Ardrossan Dry Dock & Ship-
building Co., Ltd
Arch. McMillan & Son, Ltd. . .
Crosshill
Middleham Castle
Forced ,
Olga Natural .
Jonathan Holt
Den of Glamis
Forced
Knight Companion
Natural ,
Barshaw
Luciston
Thomas Holt
Howick Hall
Drumcraig, Forced
Maianbar
Strathan, Natural
Strathardle
Baron Renfrew
Nereide
St. Kilda
Wm. Hamilton & Co.. Ltd.
Robert Duncan & Co., Ltd. . .
Wm. Hamilton & Co.. Ltd. . .
Napier & Miller, Ltd
Charles Connell & Co., Ltd. . .
Greenock & Grangemouth Dock-
yard Co., Ltd
Robert Duncan & Co., Ltd. . .
Wm. Hamilton & Co., Ltd. . .
', Russell & Co
T.S. Ardrossan Dry Dock and
Shipbuilding Co., Ltd
, S. .\rch. McMillan & Son, Ltd. . .
A. Rodger & Co
Cantiere Navale Triestino
AVm. Hamilton & Co.. Ltd.
3,400
1,000
600
2,200
3.150
700
2,700
2,550
1,550
1,100
3,230
850
1.730
1,100
3.000
3.000
600
2,250
2,250
1,200
1,650
2,200
Total 44,030
Also 27 Boilers fi.>r shipment — 11,400 I.H.P.
Sparer & Young, Ltd., Alloa.
. . Forrest & 1.0,, WivenhoL- , . 60
IRISH.
The Dublin Dockyard Co., Dublin.
Name of Vessel.
Built ol
t )wners. t"..T.
Regis.
Penguin, Lightship F. and Iron and
A. Schooner Steel — 350
t Cheslakee, Cargo and Pas-
senger Steamer, Screw
Scooner . . . . . . Steel Colonial 574
* Slieve Foy, Tug and Buoy
Lifting Vessel, Twin-Screw ,. British 154
Harland & Wolff, Ltd., Belfast.
a Edinburgh Castle Twin-Scr. Steel British 13.326
a Pakeha,~Twin-Screw . .
a Gloucestershire, Twin-Screw
n Themistocks , Twin-Screw . .
If Olympic, 4 cyl. Triple-Scr.
a Sachsen, Single-Screw
a Bayern, Single-Screw. .
a Maloja, Twin-Screw ..
The Larne Shipbuilding Co., Lame Harbour.
* Rivercloy Smack .. .. — British 120
Pontoon — — 50
*;.T.
indu.
erect.
7 911
, ,
S,i24
,,
11,500
, ,
45,500
I-oreign
8,250
,,
8,250
British
13,000
700
600
13,000
4 990
4,820
5,850
51,500
3,700
3.700
12,570
Tenet . . . .
Miiritai
St. Albans . .
Kansas
Aeneas . .
Ascanius
Star of India
Arankola
Workman, Clark & Co., Ltd.
steam Steel Britisli
Belfast.
bo's
7,280
4.I19
6,074
10,049
10,049
7.316
4,soo
4.500
3.500
3.300
6,000
6,000
4,500
8,500
600
700
LIST OF VESSELS ENGINED IN 1910.
MacColl & Co., Ltd., Belfast.
Name of Vessel. Builders.
t S.S. Tenet Workman, Clarl: & Co., I,td.
t S.S. Cheslakee . . . . Dublin Dockyard Co
Press,
lbs.
l8o
185
FRENCH.
Baheux Frercs, Boulogne-Sur-Mer.
a.T.
Name o! Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
• Montesquieu, drifter . . . . — Boulogne 203 — 280
• Marie Rose, trawler .... — ,, 96 — '"O
Des Chantiers de L'Atlanlique, St. Nazalre.
/ France Steel Havre 23,oooab — 45,ooo
The French Engineering and Shipbuilding Co., Dunkirk.
t Antonie, S.S ~ Bayonne 2,390 .. I, too
t Homecourt, S.S — ,, 2,390 — 1,100
t Algerie, S.S — Dunkirk 3,390 .. i,5oo
t Circe, S.S — Algiers 4,130 — i,soo
Floating Crane — Dunkirk 700 — —
t Bosphorus, 64.T.S. Passenger — Constantinople 570 ~ 550
Labat & Llmouzin, Bordeaux.
Caisson, of 600 tons.
Chantiers & Ateliers, Augustin Normand, Le Havre.
t Cavalier, Torpedo-boat Des-
stroyer — Cherbourg 4 8odis — 8,600
Ste. Anon. Des Chantiers et Ateliers de St. Nazalre (Pcnhoet), Chantiers de
Normandle.
t Radioleine, steamer . . . . Steel -Marseille s/jii — 2,100
t Mantaro, steam packet .. „ El Callao 4,600 — 3.500
(Peru)
t Pachitea do ., ., 4,6oo ~ 3,5oo
Tanissaire. Torpedo-boat destroyer for the French Navy.
All the above were engined by the Chantiers de I'Atlantique, St. Nazaire,
•*hich belongs to this Society.
Ste. Anon, des Forges et Chantiers de la Mcditcrranee, Lc Havre.
Les Ridens — Calais 1,139 — 5oo
Salamandre — I.e Havre 121 — 240
Ville de Marseille .... — ,, 5, 159 — —
Ville de Bordeaux .... — ., 5.240 — —
Ville d'Oran — ,, 5,240 — —
Fantassin — Toulou 453 — 8,600
Casque — Cherbourg 744 — 14,400
Hopper Barge — ,, 130
Newhaven — Dieppe- 1,580 — 8,000
Newhaven
.\U engined by the above Society.
Ste. Anon des Forges et Chantiers de la IVIedlterranee, La Seyne, Toulon.
t .Sant -\nna ■ Steel Marseille n,,;,i,viis 9,904 8,000
• Duchesse de Guiche, cargo
boat Rouen i,s82 ,, 1,040 480
• Marquise delvUbersac, do. ,, ,, 1,582,, 1,040 480
• Charlotte, do .. 1.582,, 1.040 480
The first two vessels have been ensined by the Society.
Ste. Anon, des Ateliers & Chantiers de Bretagne, Nantes.
t Trouville Steel Le Havre 293 340 1000
/ Fonrche ^orient 465 550 16,000
• Ville de Montiean Nantes 4-' 70 240
LIST OF VESSELS ENGINED IN 1910.
J. & A. Niclausse, Paris.
Name of Vessel. Biiilders. I.H.P.
taValdeck-Rousseau . . Arsenal de L^rieu' and Etah-
lissement National d'Indret. 30,000
t Diderot Chantitrs de I'Atlantique .. 23,000
/ Condorcet Chantiers de La Loire and
Chantiers de I'Atlantique . . 23,000
( Vergniaud Chantiers de la Gironde and
Forges and Chantiers de la
Mediterrande 23,000
U Suffren (refitted) . . .\rsenal de Brest and Estabt.
National d'Indret .. .. 16,500
(f Medjedieh (refitted) .. Chantiers Cramp (Philadelphia! 12,000
• Messudieh (refitted) Chantiers Ansaldo ri.ooo
.All fitted with Niclausse Boilers.
Press,
lbs.
300
2=;6
256
256
256
278
213
0 Oil. • Compound, t Triple. |J Compound Surface Condensing.
a Quadruple. it Turbine Triple.
Name of Vessel.
BELGIAN.
Aug. Hamman, Ostend
Built of Owners.
Tvon, Cutter
Marie Christine, Dandy Cutter
Koning .\lbert, ,, ,,
Marie Edmond, ,, ,,
Jeanne d'.\rc. „ „
Genevieve, „ ,.
Justine, ., ..
Pilot No. 4, ., „
• Compound. t Triple.
(;.'f.
Regis.
Ostend ah30
Blankenberyte ^o
Ostend 50
G.T.
inclu. I.H.P.
erect.
— Blankenberyte
— Ostend
50 —
30 —
50 —
50 —
60 —
U- Triple expansion.
2l8
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
Ste. Anon. John Cockerill, Hoboken.
G.T.
Name of Vessel. Built of OwTier=;. G.T. inclu. I.H.P.
Regis. erect.
t Jan Breydel and Pieter de
Coninck .Steel Ostend — r,767ea i3,oooea
t Stern WTieeler „ Congo — r6o 150
• .. » „ — 1,430 500
(« John and Jacqueline .. „ Ostend — iSoea 40oea
t Stern WTieelcr „ Congo — 30 65
JH Steel Motor Boat .. .. ,, Anvers -^ 8 ' 35
tc Boat for Ikying Mines . . ,, „ — 180 2 of 150
m Motor Boat ,, Blankenberghe — 13 65
t Governatore de Martino
Screw Tug ... .. .. ,, Somalie
Halicune — 40 130
• Vittorio Emamiele, Transport „ ,, — • 122 120
m Fritz Herrmann .. .. „ Haiti — 16 20
• Stem Wlieeler ,, Congo — 230 250
Mariette, Barge .. .. ,, Belgique — no —
Sleipner, Barge ,, Germany — no —
2 Barges ,. Congo — i4oea —
In addition 3 Lighters and 34 boats of various dimensions totalling
185 tons.
GERMAN.
Blohm & Voss, Hamburg.
G.T.
Name of Vessel. Buill of Owners. G.T. incln. I.H.P.
Regis. erect.
Moltke, large cruiser for the
German Navy.
General Steamer . . . . Steel Hamburg 7,8ooab — 5,oooab
Esslingen Steamer ,, 6.2oab — • 3,30oab
Henrich Brandenburg, Hamburg.
• No. 236, Steam Laimch .. Wood Liverpool 7 — 18
No. 244, Barge Steel Hamburg 50 — —
• Hai and Wels, Tugs . . ,, ,, 6oea ~~- 30oea
Bremer Vulcan Schiffbau und Maschinenfabrlk, Vegesack.
t Edmund Hugo fttinne-^
Collier . — Miilheiiii 2,71^ 1,621 r.700
t Clare Hugo Stinnes ,, — ,, 4,984 3,o99 i,7oo
t Nora Hugo Stinnes „ — ,, 4,985 3,099 1,700
a Carl Wncrniann, Freight
Steamer — Hamburg 5,7i5 3.155 3,000
t Neufahrwasser, Tug .. .. — Bremen 261 — 600
t Santa Anna, Freight Str. — Hamburg 3,740 — 1,300
t Building Xos. 135, 136, 137 — Bremerhaven,
Engines and boilers only.
Gustav Fechter, Konigsberg.
• No. 146R.S. Veneraand 1^2
R.S. Jaroslanria . . . . Steel Konrio lioea — i5oea
147 S.S. Braunsberg .. ,, Braimsberg 100 — too
148 S. Lotte ,, Konigsberg joo — —
149 S.S ,, ,, 10 — r5
Flensbur^er Schiffsbau Geselschaft, Flensburg.
Rendsburg .. SttMni Steel Hamburg 4.'>v> — 3.000
Elm,shorn .... ,, ,, ,. 4,(110 ■ — 3.00a
Schwalbe I. & II.. . ,, ,, Flensburg Sjea — i73ea
Fritz Hugo .Stinne^i
i and Annie Hugo
Stinnes 6 . . .. ,, ,, Miilheim i,488ea — 85oea
Helene ,, ,, Flensburg 1,046 — 650
Kalkgrund Lightship ., ,, 105 — —
Wismar . . . . Steam ,. Wismar 2,^60 — 1,500
No. 302 .. .. Barge ., Flensburg 28 — —
Delphin .. .. Steam ,, ,, 280 — ; 1.0
No. 305 .. .. Dock ,, Hamburg 4,800 — —
Haimon . . . . Steam ,, Bremen 4.900 — 2,830
J. G. Hitzler, Lauenburg (Elbe).
4 Vessels Steel - — 40oea —
>H ID Motor Boats ,, — — Total 227
R. Holtz, Harburg (Elbe).
5 Vessels, Steam -. Steel ('.erni.m 184 — 415
S ,, Motor ....,, ,, 41 ■ — 67eff,
14 ,, Motor . . . . ,, Abroad 114 — 269
21 ,, Ligliters .... ,, ,, ^{67 — —
ig ,, Steam .... ,, ,, 296 — 828
I ,, Steam .. .. Wood ,, 2 — 10
o ,. Lifeboats . . Wood &
Steel German — — —
Howaldtswerke A-G., Kiel.
t Jeannette SUel Rosloff Don — 520 375-400
2 Pontoons , Kiel — 525aggr. —
• Schleswig, Dredger .. .. ,, Rostoff Don — 311 350
t Soci6te ,, ,, — 520 375-400
Floating Dock ., Kiel — — —
Floating Dock ,, Danzig — — —
t Hans .. Kiel ■ — 58 iSo
Motorboat „ Rostoff Don — — 20
„ , Kiel — — 200
4 Elevator Barges ....,, ,, — 2ioea ■ —
J. W. Klawitter, Danzig.
* Friedrich Wilhelm, Tug . . Steel Tilsit — no 230
t Ice-breaker Liebe . . . . ,, Danzig — 250 250
t Hela, Twin-Screw Steamer ,, ,, — 425 300
Nos. 351. 352, Lighters . . ,, for export — 8 —
No. 354. Houseboat . . . . Wood Danzig — 51 —
Nos. 355-156, Ponteoons .. Steel Konigsberg — 105 —
i Turbine. t High Pressure. * Compound. /c Triple Expansion.
m Motor. t Triple. a Quadruple.
D. W. KremerSohn, Elmshorn.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
1 Boat, No. 267 . . . . Wood Elmshorn 2 — —
6 Barges Corap. Hamburg 285 total
2 Tugs Steel Ausland 34 „ — Total 61
I Sailing Ship „ Elmshorn 48 — —
3 Lighters „ Ausland 138 „ — —
3 Surf Boats Wood ,, n ,, — —
1 Ferry Boat Steel ,, 36 — —
Henry Kock Shipbuilding Yard, Lubeck.
2 Barges Steel Lubeck soea — —
* Elbe and Weser ,, Hamburg r, 02 Sea — 50oea
t Larache, No. 204 .. .. ,, Oldenburg 1,950 — 1,050
Dock I Liibeck 1,500 — —
Fried. Krupp AktiengesellschaH Germanlawerft. Kiel-Gaarden.
i G 192-193 steel Kiel — — —
t Dr. Adolf Schmidt .. .. ,, iJamburg 3,65odis — r,ooo
m U5, U8 , Kiel _ _ _
t Juguy ,, Buenos
Avres 950 — 18,000
t Catamarca „ 950 — 18,000
C. Luhring, Brake, Oldenburg.
Bau No. 99 Steel & Hammel-
Wood warden ig — —
Catharina Johanna and Anti- Steel Geestemiinde
lope, Schooners .. .. & Hamburg i3oea — —
Ellfriede, Schooner . . . . ,, Bremen 150 — —
8 Barges , ,, 75ea — —
J. L. Meyer, Papenburg.
* Schwalbe, T.S. Steamer .. Steel Minden — 27 50
* Logun, Tug ,, Emden — 50 rso
'" No. 247, Ferryboat . . . . ,, Burg — 85 20
* 3 Steam Luggers , Emden and
Gliickstadt — i68ea looea
* 3 Tugs ,, Harburg — 7oea 2ooea
* No. 255, Steam Launch .. ,, E.Aires — 7 20
4 Lighters Rio Grande
do Sul — 2o6ea —
Pomba, Sailing Lighter . . — ,, — 100 —
* 2 Steam Laimches .... — „ — 7ea 2oea
Actien Gesellschaft " Neptun," Rostock, Mecklenburg.
t Catania Steel Ilatnburg 2.<)>t6 — r,ioo
Lisbcth Cords, August Cords,
Carl Cords, Otto Cords .. ,, Rostock 903ea — 55oea
t Procida ,, Hamburg 2,996 — 1,100
t Wismar ,, „ 4,686 — 3,000
t Lipari , „ r,54o — 1,100
* Kronprinz Wilhelm .. ., ,, Rostock 151 — 250
307, Yacht Comp. Schleswig — — —
Nuscke & Co., Stettin.
Nos. 190 and 191 . . . . Steel Wilhelms-
hafen 23oea — —
* Kalhe ,, Kiel 40 — 100
* No. 193 ,, Hamburg 250 — 75
Nos. 194-199 ,, Emdon 1,350 — —
Nos. 200-205 ,, Hamburg 1,452 — —
Nos. 206-214 ,, .. 2,178 — —
t Eerthold „ Stettin 75 — 220
Reiherstieg Schiffswerft und Maschinenfabrlk, Hamburg.
t Hamm, SclmontT . . . . Steel IIainl.>urg 4,^98 — 3,000
a .A.line Woermanu, Schooner ,, ,, 3,134 — i.450
a Getreideheber M ,, ,, — — —
a Kohlenheber III , ,, — — —
Rendsburg'sche Schiffs- u Maschinenbauanstalt, Rendsburg.
No. 53 Steel Hamburg — 380 —
Hansa .. .. .. .. .. ,, Lissaboii — 130 —
No, 67 Comp. Hamburg — 390 —
Nos. 68 and 69 , Rendsburg 55ea —
No. 70 Steel ,, — 35 —
No. 71 ,, Tanga — 70 —
No. 72 ,, Nordstrand — 46 —
No. 73 ,. Huseum — 25 —
Nos. 74 and 75 ,, — - — 45ea —
Nos. 76 and 77 Wood Grind Bassum --- loea —
Rickmers Rcismuhlen Rhederei & Schiffbau A. G., Bremerhaven.
t Mai Rickmers .Steel Bremerhaven 4,102 — 1,600
t Lilly Rickmers ,, „ 4>o8i — 1,600
Gebr. Sachsenberg, Rosslau (Elbe) and Deutz.
ttGoliath& Hercules, Dredgers Steel Kiel 52oea — 4ooea
t Gebr. Dortelmaiui, St. Tug.. — Duisburg obo — i,roo
* KronprinzessinCecilic,Pass.
Steamer — Kbln 635 — 700
t Berthold, Steam Tug . . . , — Breslau 288 — 500
t*Spiil Elevator, No. 4 Dredger — Mannheim 320 — 1,216
t Carolus — Hamburg 253 — 320
* Brunhilde — Halle a/s 75 — no
t Prignitz — Hamburg 253 — 320
* Ernest Rassamann .. .. — Manhneim 570 — 1,200
* Oldau — Colle 26 — 60
t Robert Miiser — Miilheim a/k 690 — 1,300
Nos. 637-648 — Hamburg 63 — —
2 Floating Wharves . . . . — Camp and
Hiederbreisig 60 — —
Floating Crane — Koln 155 — —
* Carl Renner, 2 Steam Tugs — Salale 39 total — 60
SpiilschilT Krone, Dredger . — Berlin 107 — 250
Floating Crane — , — 125 — —
6 Dredgers — Emden 12 — —
Coal Barge — ,, 12 — —
" Compound. + Triple. t Turbine.
J J Compound Surface Condensing.
»» Motor. a Quadruple.
t* Triple Compoimd.
January. 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
219
F. Schlchau, Elblng.
Schiffswcrfte und
Maschinenfabrlk (Vorm.
A. G., Hamburg.
Name of Vessel.
Tiger . . . .
Ernst Wehlen
Mosel . .
Milado . .
Sophie
Fairplay IX.
Europa
Built of
. Steel
Owners.
Altona
Hamburg
Tanga
Hamburg
G.T.
Regis.
38
19
45
53
38
74
86
'., 07,070.
and Schmilinsky)
G.T.
inclu. I.H.P.
erect.
— 220
— 60
— 240
— 220
— 320
320
2 Steam Trawlers
No. 298, Dredger
2 Steam Luggers
2 Gates
„ I^issabon
G. Seebeck Act. Ges., Bremerhaven.
Steel Geestemimde — 19 lea
. . ■ . . ,, Buenos Aires — 77
,, Geestemunde — i45ea
HUNGARIAN.
Nicholson & Co., Budapest.
Name of Vessel.
Elevator I^aura
Grain barge, M.F.T.R. 751.
M.F.T.R. 752.,
T.S.S. Dunai & Georgji
Elevator Elpidifor
Elevator, Herkules . .
Barge. F.A. i
B'-iilt of Owners.
;1 Braila
Budapest
G.T.
Regis.
Rostow —
Braila
Budapest
G.T.
inclu.
erect.
695ea
40oea
250
200
3ooea
60
Stettiner Maschinenbau-Actien-Gesellschaft, "Vulcan/
:: Torpedo-boaL^, Xos. 1S4
and 1S5 Steel Kiel —
Protected Cruiser Uruguay . ,, Montevideo —
Mecklenburg, Collier . . . . ,, Stettin —
Torpedo-boat 1S6 .. .. ,, Kiel —
Randow, Ferry — Politz —
Vulcan, Freight Steamer — Stettin —
Stettiner Oderwerke, Stettin.
Stettin-Bredow.
■i^oea
983
!,228
550
100
870
Vineta
Lena
Brandenburg
Hansa . .
B.D. 5, E.D. 5
Steinhoft
Aar
Carsten Russ
Steel Stettin
150
151
153,
157.
( 161
t 162
154
160
,, Emden
,, Hamburg
„ Stettin
,, Hamburg
Stocks & Kolbe, Kiel.
. . Steel Sth. Brazil
,, Ksl. Marine
Uruguay
682
690
2,197
1,126
440
878
993
Oak
Steel
Oak
163
164, 167
I 169
i 173. 176
Cuxhaven —
Hamburg —
Biisum —
,, Ksl. Yacht
Club —
Steel Magdeburg —
,, Suez Canal —
Oak Kiel —
Steel Suez Canal —
H. C. Stulcken & Sohn, Hamburg:.
Senator Michalles & Senator
Mumssen Steel Cuxhaven —
Schwalbe, Tow-boat .. ,, Hamburg —
Paul, Tow-boat Abroad —
Nos. 31 and 32, Barges .. ,, ,, —
Manoca, Steam Launch .. ,, ,, —
Nos. 1000 and looi, do. . . Wood Hamburg —
Ida, Tow-boat Steel Abroad —
No. 400, Fishing Steamer .. ,, Cuxhaven —
3 Steam Fishing Laimches Wood Bremen —
Joh. C. Tecklenborg Act Ges., Geestemun
Gundrun Steel Bremen 4,772
Ockenfels, Birkenfels, Frei-
enfels ,, s62rea
: Arsterturm .. ,, s,3oo
J. H. N. Wichhorst, Hamburg.
D. Y. Hansa, 11 — Bremen 25
Moencksberg — Hamburg 80
Neumayer — ,, 80
Bach ' — ,, 80
Tonderburg — ., 360
8,000
1,200
90
400
450
450
1,200
750
300
650
450
650
2X 60
120
50
6
2 X 35
Altofner Schlffswerte der Donau DampfschifT Gesells., Budapest.
t Herkules and Samsoii . . Steel Wien — 2:r7ea gooea
* Nyil ,, „ — 46 180
i8 Vessels ,, „ — 291 —
2 Vessels ,, Budapest — 229 —
THE NETHERLANDS.
G.T.
inclu. 1
erect.
800
850
80
50oea
Antwerp Engineering Company, Hoboken.
Name of Vessel. Built of Owners. G.T.
Regis.
t (i)Tenger
t {2)Cingetorix
/ Edouard Bunge
t Marie and Nora
No. I Engined by MacColl v*^ Pollock, Sunderland.
No, 2 Engined by McKie & Baxter, Govan.
The remainder engined by North-Eastern Marine Engineering Co., Ltd.
The Arnhem
t Johanna, Tug Steel
t Gerhard, Tug
X Nos. 18 and 19 (Antwerp
Docks), Tugs
t No. 84, Tug
t Ren^e, Tug ,,
t Concordia VIII., Cargo-boat „
t Adelheid ,,
t Jeannette, Tug ,
_ _ t No. 89. Tug.
I t Rapide, Tug
j t Echange, Tug
2oSea 40oea I ?°^- ?' ^?^ ^^ " ' -p ' ' ■•
' * Aibertha Josepha, Tug
I Spes Vera, engines only . .
' Landbouw LLL, engines only
" Old Suction Dredger, do.
I Betsy, do
50
no
15
208
5ea
40
17
36
400
i6ea
Co., Arnhem
Dutch
122
17^
German
200
—
360
Antwerp
i2 5ea
—
225ea
Belgian
135
—
200
,,
150
—
300
Dutch
300
—
150
German
135
—
200
,,
150
—
275
Dutch
103
—
125
Belgian
65
—
80
,,
no
—
160
German
i75ea
—
28oea
Dutch
50
—
50
Belgian
—
200
Dutch
—
—
17s
,,
—
—
120
3,200
— 3,oooea
— 2,700
— 60
— 260
— 260
— 260
— 420
Holland
G.T.
inclu. ]
erect,
soea
260
Soea
1 60
— 3.317 1.650
AUSTRIAN,
Marco M. Martinoljcs, Lussin piccolo.
Name of Vessel. Built of Owners. G.T.
Regis.
* Clupea and Smaris . . . . Steel Trieste —
m Aquila , , , , —
Gantiere Navale Triestino, Monfalcone.
2 Barges for transporting
horses Steel — looea
t S.S. Nereide Trieste
Austrian Lloyd's Co., Trieste.
t Stambul Steel Trieste 3,820
t 4 Barges, Nos. 127 to 130 .. Wood ., 4S0
Stabilimcnto Tecnico Triestino, Triest?.
Erzherzog Franz Ferdinand
and Radetzky, Battleships — — r4,6ooea
Torpedo Boats V. and VI. — — iroea
6 Lighters for carrying oil . . — — 100
6 Lighters for carrying oil . , — — 200
Motor Boat — — —
Clara Camus, Cargo Boat. . — — 4,500
Albanien and Adelsberg , Pass .
and Cargo Boats .... — — i6,25ea
Sirena, Cargo Boat .... — — 4,700
Zadar, Yacht — — 333
Stadt Bregenz, Paddle Pas-
senger Steamer .... — — 500
• Compound. t Turbine. a Quadruple.
t High Pressure. m Motor.
G. & H. Bodewes, Hoogezand.
t Antonina Frater and Jac.
Frater Tugs
t Everhard Frater, Tug
t Geertruida and Zeeland, Tugs — ,, — —
* Henderika, Tug — ,, — —
Amalie, Schooner . . . . — Germany 123 —
Thea Lotto, Twin-Screw Motor — ,, 150 —
Willy, Lighter — Holland 50 —
5 Sailing Vessels . . . . — Germany i2oea —
5 ,, — ,, looea —
Wed. 0. Boele & Son, Slikkeveer bij Rotterdam.
Halley Lighter Steel
No. 7, Lighter ,,
t Wacht am Rhein IV
t 2 Tugs ,
t Alcigon ,,
t 2 Tugs
2 5oea
150
r75ea
150
20,oooea
2,30oea
32
64
1,450
ii35oea
1,450
600
— 850
t Triple.
t Anna
• Cor
Rotl<.Tdam
Rosario
Rotterdam
Mainz
Luih
Rio Grande
do Sul
Anvers
Rotterdam
:;.C25
900
Bonn & Mees, Rotterdam.
t Bandoeng Steel Rotterdam 5,300
t Columbus , ,, 900
Several Small Craft .... ,, ,, 3 so
250
rooea
150
i75ea
125
75
2,400
475
Gebr. Boot Leiderdorp Yards
5 Tugs —
27 Motor Boats . . . . —
4 Tugs —
1 Steamer —
2 Yachts —
9 Sailing Luggers . . . . —
Friesche Scheepsbouw Maats, Ylsf, near Smeek.
No. 202, Sailing Boat . . Steel Dutch bo
Onderneming
' De Hoop " and " De Waard.
Dutch — 3,150
Various — —
Dutch — 58
— 53
,, — 5,100
Waterraaf, Centreboard
2 Barges
4 Sailing Boats . .
p Anna Maria, Motor-boat
Gesiena, Schooner
Catharina Maria
4 other Vessels . .
iioea — —
203 — —
40 — —
130 — —
130 — —
145 — —
♦Compound. t Triple. /Compound Non-Condensing.
t High Pressure. p Petrol.
220
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
D. Goedkoop, Jr., Kromhout Motor Works. Amsterdam.
G.T.
Name of Vessel. Built of Owners. (i.T. inclu. I.H.P.
Regis, erect.
Oil Eng. Pass. I^aunch . . Steel Soerabaia — — 70
„ Tug Boat . . . . ,, Amsterdam — — 66
Cargo Boat .. „ „ — — 7o
Twin Screw Oil Eng. Lifeboat
largest in the world . . „ Terschelling — — 100
Oil Eng. Tug Boat . . . . „ Soerabaia — — ^o
Twin-screw Oil Eng, Cargo
Boat ,, Gt. Brit. — — 100
Twin-screw High-speed
launch „ Bangui — — 80
35 other Vessels for various owners, totalling 1,000 I.H.P.
All the boats are fitted with Kromhout paraffin or Kromhout crude oil
engine^, and apart from these, 305 oil engines were built for vessels built
abroad, indicating altnccther g,68o H.P.
De Groot & Looyen, Gorlnchem.
Fortuna, Fortima, Ludwig
and St. Antoine, Canal
Vessels Iron Germany 34oea — —
Elevterbah ,, HoU nd 340 — —
" Hubertlna " Works, Ltd., Veerpolder, Haarlem.
• Worsens — Horsens — 170 200
t Kleber& Passe- Partout .. — — — looea 20oea
• Raffaelle — Parma — 30 60
Gluckstadt, Dumb Hopper . — Amsterdam — 520 —
No. 61, Motor I.aimch .. — Batavia — ', —
3 Barges — — — 37o —
Gebr. Jonker, Alblasserdam.
2 Canal Barges — Iirlui.m 4=;oea — —
• 3 Tugs — Holl.in.l 25ea — 75ea
Motor Barge — ,, 30 — 5°
Lighter ■ — ,, 520 — —
Lighter — Belgium 560 — —
t Steam Barge — Holland 45 — 5°
Lighter — Germany rooo — —
Lighter — ,. Soo — —
t Tug — =.0 — iSo
MaatschappijvoorScheeps-en-Werktuigbouw" Fijenoord," Rotterdam.
t Van Waerwyck Steel Batavia 3,03-1 — 1,600
+ Hydrograaf (hj-drogr, service) .. The Hague 225 — 47o
Noord-Hinder, lightship . . ,, ,, 320 — —
t Elout and Buyskes Batavia i,77sea — i,iooea
t Amstelstroom Anisterdain 1.41 ', — 1.400
B. A. Mittendorff, Avereest, Oedemsvaart.
7 Vessels Steel -- i'6o — —
Nederlandsche Scheepsbouw-Maatschappij, Amsterdam.
a Prinse-^ Juliana Steel Amsterdam 8,055 — 5.5oo
t Tjitaroem ,, Batavia 5,774 — 2,800
t Prins Hendrik , .Amsterdam 174 — 35o
Vulcanus ., Batavia 1,178 — 500
Machine-Fabrik, Delftshaven, Rotterdam.
t 6 Tugs Steel — loO — 890
• 4 Tuijs ,, — 1 10 — 400
• Nederlander Cargo Boat . . ,, Rotterdam 100 — no
• Essenberger Fahr. Ferry .. ,. Essenberg 30 — 100
J. J. Pattje & Son, Waterhulzen, near Groningen. —
Janna, Schooner , . . . Steel r>ri.nini;;en ::i)o<iw. —
Otto ,, Einden J30 — —
Fortuna ,, Hamburg ibo — —
4 Lighters ,, — fio — —
The Rotterdam Dry Dock Co., Rotterdam.
t Moordrecht Ste-el Ri.ttcrdLUii O'l'i — 650
t Alkaid ., ,, 3.02H — 1,250
t Merak ,, ,, ',.02^ — 1,250
t Eemdyk , ., 3.075 — 1,250
Scheepswerf Vorheen Jan Smit Cz., Alblasserdam, Holland.
S.S. Bijswijh — Rotterdam — 1,600 960
S.S. Yssel, Steam Yacht .. — Zutphen 36 — 25
Nos. 460 & 461. Tugboat'^ — Diiistnirc — - -^ 2iiea
Nn. 462. Hopper Barge .. ■ — ■ Sliedreelit 330 — —
The Royar* Schelde " Shipbuilding & Engineering Go., Flushing, Holland.
t Sophie H., Cargo .. .. — Rotterdam 2,930 — r.500
t \^'olf & Tret, Destroyers . . — Dutch
Government 467ea — 8,oooea
E. J. Smit & Zoon, Hooeezand.
Albatros, Schooner . . . . Steel Gmningen roo — —
August I.ighter, sea-going ,, Hamburg 200 — —
• Prinses Juliana, Cargo Str. ,, Groningen 100 — 200
• Braunschweig, Tug . . . . ,, Bremen — — 140
Bagger V., Dredger ....,, ,, — — —
• Willy, Tug ,, Crroningen — — 125
Waterploeg, Schooner .. ,, Gasselte 100 — —
m Recherche L, Motor Cutter „ Delfzyl — — 30
Snik, Cutter , Winschoten — — —
2 Lighters ,, Bremen 25oea — —
J. & K. Smits, Scheepswerven, Klnderdijk.
t Eliza, River Cargo Slcainer — Venlo 130 — 90
• No. 626, Elevatt)r .. .. — Venezia 260 — 400
• Madrelo. Bucket Dredger.. — Hiedrecht 350 — 200
• Nederlander, Rive Cargo
Steamer — Rotterdam 120 — 100
• Reederija Lek, River Passen-
ger and Cargo Steamer — Slikeveer 300 — 350
• Hollandschdiep, Bucket Dredger — Hiedrecht 350 — 250
Fishguard and Goodwick,
Hopper Barges . . . . — London 265ea — —
• Compound. t Triple. a Quadruple. w Motor.
Firma A. F. Smulders, Yard Gusto, Schiedam, nr. Rotterdam,
G.T.
Name of Vessel. Built of Owners. G.T. inclu.
Kegis. erect.
• 8 Bucket Dredgers .... — — — 3,.'i3o
• I Suction Dredger .... — — — 300
• r Tug Leonardo da Vinci .. — — — 100
• Aracne, Floating Workshop — — — 40
• Sisifo, do., Elevator .... — — — 160
m Helvetia, Yacht .... — — — 220
4 Hopper Barges .... — — — 560
3 Block-carrying Barges . . — — — 330
X 2 Floating Derricks .... — — — 720
t Grab Dredger — — — 80
W. F. Stoel & Zoon. Alkmaar.
6 Motor Launches . . . . Steel .\ntwerp 43 —
2 Inspection Motor Boats.. ,, ,, 24 —
Sally, Motor Yacht — 14 —
Havenstoombootdienst XL,
Pass. Steamer ,, — 30 —
2 Motor Boats , — 50 —
3 Cargo Barges ,, Africa 39 —
3 Smaller Boats ,, toKcthef 8 —
Van Vliet & Co., Hardinxvetd.
Marrawah, Cargo Steamer Steel London 650 —
Avonthur TIL, do ., Rotterdam 1,920 —
No. 82, do ,, London 660 —
Hanna, do., ,, Rotterdam 2200 —
Elfin, Tug ,, London 30 —
Gerdina II., Cargo . . . . ,, Waspik 2,345 —
No. 86, Cargo Steamer .. ,, London 660 ^.
Bertha, Cargo ,, Hirschhorn
van Neckar 73 "i . ■■ —
Merwede, Motor Yacht . . „ Hardinxveld 13 —
R.S.G., 20. Cargo .. .. ,, Rotterdam 2345 —
A. Vuljk & Zonen, Capelle a.d. Yssel.
t Chassie Mersk, Cargo Boat — Copenhagen 1,369 —
Richard Grech, Tug Boat. . — London, not yet measured.
Underwriters Tug Boat .. — London, not yet measured.
Maud 1718, Barge .. .. — London — 180
Firmine 2, Lighter . . . . — Rotterdam — 1,810
3 different Lighters for Belgium, together 2,286 tons.
5 different I.ighters for Germany, together 5,702 tons.
4 Crane Pontoons for the Netherland-^.
Conrad Werf, Ltd., Haarlem.
t M.O.P. 209C., Hopper-Sue- — Punta de
tion Dredger Indio 2,500 —
t Bromo, Dredger . . . . — Tandjong Priok 760 —
* Sindoro, Dredger . . . . — Soerabaia 280 —
c Suriname Rivier, Lightship — Suriname 17? —
* Bunkermachine, " S.S.M.."
Coaling Vessel .. — Rotterdam 450 —
Dump Hopper Barges . . — Montevideo 75 —
Gebr. Watering, Rotterdam.
* Sarah Wood Para — 36
And a number of small wooden vessels.
Wilton Engineering & Slipway Co., Rotterdam.
t Prinses Juliana Steel WiUenistal sso 560
t Hiirttemberg ,, Stettin 260 280
t Engineering and S.S. 225 . ,, Rotterdam 75ea Sgea
t Donari , ,. 250 380
* Elevators 9 and 10 . . . . ,, ,, 37oea 44oea
* Elevators 11 and 12 .. .. ,, ,, igoea 47oea
* Elevators i and 2 .... ,, Antwerp 39oea 47oea
m Marie ,, Rotterdam 10 15
t Sub-worker ,, London 370 450
m Swift Rotterdam 10 15
I.H.P.
4,000
600
150
15
200
45
70
49
42
75
28
850
2, 000
600
165
350
600
25oea
500
2 5oea
2 5oea
2 5oea
20
400
LIST OF VESSELS ENGINED IN 1910.
Alblasserdamsche Machinefabrik, Alblasserdam.
Name of Vessel. Builders. I.H.I'. 1'
3 1 oca
210
360
245ea
200
150
120
Ho
• William Egan and
Co., 27 to 32 . . Jonker & Stans
t Berrichon . . . . (Old Ship)
12 small engines {No Ship)
t General Osorto and
Almirante Mouchez Wed. C. Boele & Zoon . .
t Unknown . . . . Jos. Boel & Zoon
• Anna Wed. C. Boele & Zoon . .
• No Ship
• Hirondelle .. .. Gebrs. Jonker
Machinefabrik Kinderdijk, Kinderdi k.
• Madroel . . . . T. & R. Srait's Scheepswerven . . 200
t Bayern .... ,, „ ,, . . 000
• Elevator .... ,. ,, ,, .. 400
t Columbus .. .. Bonn Mees 425
• Nyverheid . . . . Gebrs. Yonker 40
The Netherlands Engineering Co., Amsterdam.
t Van Lins Chotcn Xcderl. Scheep^boinv Mj 1600
+ Prins Hendrik ,. ,, .. .... 480
t de Zeven Provincien Naval Yard 8,600
a Prinses Juliana .. Nederl. Scheepsbouw Mj. .... 7,000
Cornells .. .. Meyer 250
Vulcanus . . . . Nederl. Scheepsbouw Mj 600
rcss.
lbs.
i65ea
200
165
i8oea
180
130
120
120
195
120
180
1 10
t8o
160
250
• Compound.
a Quadriple.
t Triple,
m Motor.
X High Pressure.
c Single Cylinder.
January, igii. THE MARINE ENGINEER AND NAVAL ARCHITECT^
221
The Royal "Schelde " Shipbuilding & Engineering Co., Flushing.
Name of Vessel. Builders. I.H.P. Press.
lbs.
t Sophie H Kon. Maat. de Schelde, Flushing .. 1,300 160
t Wolf and Fret .. „ , ., •• S.oooea 265ea
t Bandoing .. .. Bonn & Mees, Rotterdam .. .. 2,500 180
t Tjitaroem .. .. Ned. Scheepsbouw Maat. Amsterdam 2,800 180
t Zoodsboot, No. 9 . Dutch Government 525 'So
Lohms & Co., Rotterdam.
• Stompwigh .. .. Boele & Pot 350 120
• Flisa T. & K. Smit 100 120
t Helvetia VII. & VIII. Boele & Pot 25oea iSsea
• Schsonhoven . . . . Boele & Pot 100 120
• Ysfel T. Smit Cz 80 135
Gebrs. Stork & Co., 0*erlzsel, Hengelo.
Bucket Dredger,
Sindoro .. .. Werf Conrad, Haarlem 165 120
• Dredgers Sinkep rosea
and Brussels .. „ „ 75ea i2oea
• Coaling Vessel, ) „ ,, — —
t Name unknown 1" 2 of 125 H. P. each 250 120
t Suction Dredger Werf Conrad, Haarlem
4 of 500 H.P. e.lch 2,000 165
The Wilton Engineering & Slipway Co., Rotterdam.
t Fiat Oolrintas 13 Gebr. Duyvendyk 650 200
Name of Vessel
NORWEGIAN.
Akers Mek Verksted, Kristlanla.
Built of Own
t Paris,
Sch. rigged Steel Kristiania
G.T.
Regis.
Bergen
Goteborg
Leith
Para
Norway
Blacksod
B.C.
Norway
t Gula, Sch. rigged
t EUsborg and Gullborg ,,
t Busta, Toula and Hernia „
t Camocim
t Vefsen
t Erris „
t Kit
t Carmen
t Neb and Klo ,
t Ballena
t Green „
t Black and \Vhite . . „
t Brown and Blue . . „
t 303 and 304, Schooners
t 305
t 311
t 314
t 315
t 316, 317 and 318 . . ,,
.\II engines by .\kers Mek Verksted.
A/S. Bergens Mekanlske Verksted, Bergen.
t Midnatsol Steel Bergen
t Skulda
t Gaula
t Hans Gude ,,
t Pasvick , Kirkenas
• Prompt „ Bergen
t .\rctun15 ■ ,, ,.
t .\ntonico Para
All engines by this Company.
Christlansand Mekanlska V<erksted, Christlansand.
. Tinfos, Schooner Steel Skien — 186
Victoria,B.C.
Sandefjord
Norway
Para
Kristiania
Leith
G.T.
inclu.
erect.
1.634
265
.igiea
io7ea
1,398
296
107
6ooab
109
I22ea
124
105
io6ea
ro6ea
ab6ooea
940
r,5oo
106
978
1,105
i.o8<
1,110
237
49
1,310
457
950
io6ea
976
1,271
1,085
1,272
237
49
1,310
457
I.H.P.
1,000
360
45oea
33oea
r,ooo
350
350
725
350
35oea
350
360
36oea
36oea
7ooea
abgso
1,000
350
ab750
35oea
1,100
650
650
650
600
140
750
400
Tin, Schooner
160
Framntes Mekanlske Verksted. Sandefjord.
Steel Sandefjord
121
221
t Havorn, Whaler
t Don Ernisto, Whaler Tw.-scrw.
Fredrlkstad Mek Verksted, Fredrlkstad.
• Dahn Steel Kristiania — 40
• Storm ,, Drammen — 35
t Bolette and Borgila .. .. ,, Kristiania — i,435ea
t Figaro , „ — 1.13°
2 Hopper Barges „ — looea
Kaldnes Patentsllp & Mek. Verksted, Tonsberg.
t H. T. Dahl Steel Island 130 —
Bok Larvik 140 —
• Carsten Bruun , Leith 130 —
t Ambar and Yard No. 12 .. ,, Lissabou lioea —
Laxevaags Maskin & Jernsblbsbyggerl, Bergen.
450
230
300
800
t Breldablik Steel Berge:i 990
t Modena Haugsund 990
t Otto Sending Bergen
t Ymer ,, ,. <
m Concurent ,, ,,
.\ll engines by this Company.
Nylands Verksted, Chrlstiania,
t Norway, Cargo Steamer . . Steel Chrlstiania
t Tanahorn, Cargo Steamer
• Kue, Tugboat . . . .
t Snarri, Whaler . . . .
Rusheen, Whaler
BoUsta, Cargo Steamer
Sarppos, Cargo Steamer
Drontheim
Christiania
Iceland
Leith
Christiania
1,117
1,148
950
1,123
26
1,447
326
10
120
111
1,701
1,458
130
170
:,i5oea
350
400
450
3S0
35oea
650
650
600
675
50
1,100
350
35
375
280
900
900
Porsgrunds Mek. Verksted, Porsgrund.
G.T.
Name of Vessel. Built of Owners. G.T. inclu.
Regis. erect.
t Eik Steel Larvik — 159
t Regulus , Krager — 701
Pusnaes Stoberl & Mek. Verksted, Arendal.
2 Barges Steel Skiene — 320
m No. 7, Ferry Wood Arendal — 25
No. 6 Barge , Skien — 125
Trondhjems Msk. Verksted, Trondhjem.
t Ourth Steel Trondhjem 1,340 —
t Mildrid , „ 1,448 —
t Soro ,. 492 —
t Kong Gudrod ,. ,. 1,091 —
400
500
900
900
500
900
SWEDISH.
Bergsunds Meckaniska Verstads Aktiebolag, Stockholm.
G.T.
Name of Vessel. Built 01 Owners. G.T. inclu. I.H.P.
Regis, erect.
+ Polaris, Perseus, Regulus,
and Rigel, Torpedo-boats Steel Swedish Navy — — i.gooea
p Munchen, Motor Launch . . ,, Stockhlom — — 30
Ernst, Dredger Limhaven — — —
Barge, to load 300 tons oil
in bulk, sailing Stockholm — — —
Eriksbergs Mek. Werksted Aktiebolag, Gothenburg.
t Viele, Passenger .. .. Steel Denmark 28 38 55
• Bore, Scout Sweden abgo abi75 230
t Tor I., Passenger ,, 12'' 295 380
t Blidosund, Passenger , ., 126 230 400
Goteborgs Nya Verkstads Aktiebolag, Gothenburg.
• 2 Revenue Tugs .. .. — Crotistadt 6odisea — r3oea
m Tranhattan, Tug . . . . — Goteborg 37dis — 45
m Malli, Tug — „ 32dis — 40
t Styrbjarn, Salvage .. .. — Narvik regdis — 550
t Edda, Cargo — Goteborg 5i6dis — 380
Helslngborgs Varfs Aktiebolag, Helslngborg.
No. 33 Screw Steamer .. Steel Helsini^borg ab6oo — 400
LIndholmens Werkstads Aktiebolag, Gothenburg.
t Falken, I mast Steel Halinstar 325 — 3°°
t Axel Johnson, 2 masts ,, Stockholm 4,300 — 2,200
Motala Verkstads Nya Aktiebolag, Motala.
• Motala — Motala 10" — '25
Oskarshamns Mekanlska Verkstads Och. Skeppsdocka Aktiebolag, Oskars'iamn
t Gust.ifslierR. 4-niast Sch. Steel Stnckhnlm — abi.iSo 700
DANISH.
H. V. Buhl & Co., Frederikshavn.
G.T.
Name of Vessel. Bnilt of Owners. G.T. inclu. I.H.P.
Regis. erect,
Nos. 126 and 127, Lighters.. Oak Nastved 45 — —
No. 128, Cutter .. .. Oak Trieste 9 — 16B.H.P.
No. 129 Steel Nykbing 16 — 16B.H.P.
Aktieselskabet Burmelster & Wain, Copenhagen.
t Japut and St. Lucia ,. .. Steel — ;, •,4'''i-.i — i,o7oea
Copenhagen Floating Dock & Shipworks, Ltd., Copenhagen.
t Odin, Schooner . . . . — Copenhagen — 646 350
t \ctiv. Schooner — Korsor — 1,310 700
niFremad — Varde — 30 ^5
2 Barges Steel Copenhagen — 276 —
Floating Dock — „ — 400 —
Helslngors Jenskibs-og Masklnbyggerl, Elslnore.
t Rodfaxe, S.S Steel Copenhagen 1,667 — 820
t .\ustri and Vestri „ 442 — 30oea
t Ydun „ ,, 645 — 900
♦ Kongedvbet „ 42 — 100
t Yard No. 129 Unfixed 375 — 440
All enqined I^y the same firm.
RUSSIAN.
Soc. Anon. Chantlers Na»als Ateliers et Foundlers de NIcolaieff, Nicolaieff.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
* Dredger, Dnietsrofs-Kaja,
>jo. 3 Steel River Dniestre — 206 160
Soclete Be>lino Fenderlch, Odessa.
• Baklan, Tug Steel Sebastopol .. iiodis 190
m Motor Launch „ — ^5 90B.H.
t Salvage Steamer ....,, ,, — i.ioo 1.'°°
A. SIhle, Kolomna.
a Oil Tanker, W.K. Hagelin Steel — — — 1.600
Paddle Wheel Tugs :—
a Maloross — — — '''°°
a Lesguin and Ostria': — — — 1°°^
a Kalmyk and Karamysh . . ,, — — — Booea
a Teplohod No. 9 — — ~^°
a. 2 Inspection Boats ....,, — — 9°
t Triple.
' Compound.
t Triple, m Motor, f Petrol. 'Compound. a Quadruple.
222
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
FINNISH.
Masklnfabrlken ** Alfa," Helslngfors, Finland.
G.T.
Name of Vessel. Built of Owuers. G.T. inclu. I.H.P.
Regis. erect.
6 Motor boats . . . . Mahogany Helsingf ors — — 1 S 3
3 Motor boats Pine ,, ' — — 45
ITALIAN.
Name of Vessel.
Built of Owners.
erect,
3,397
Gio Ansatdo Armstrong & Co., Sestrl Ponente.
G.T.
G.T. inclu
Regis.
t Fontiere, Liquid Fuel . . Steel Taranta 334
t Citta de Cata lia . . . . ,, Palermo —
Engined by the same firm.
Amerigo Gorl, Leghorn.
Giorgio Overoff, Battleship Steel Greece —
a Caprera, Steamer , Civita Vecchia 1,86'S
Cantiere Navale Fortunato Menetto, Chioggia.
Steel — 160 toii.=
6,000
12,000
lo.ooodis - —
— 223
Constante C.
N. fu A. Odero, Sestri Ponente.
t Citta di ^feasina, FirchoLit. Steel Pak-niin —
Societa Esercizio Bacini, Genoa.
t Citta di Sassari Steel Civita
Vecchia —
t Maddalena , ,. —
3,495 13,000
3,900
000
SPANISH.
Compania Euskalduna de Construccion y Reparaclon de Buques. Bilbao.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P,
Regis. erect,
t Bizkargi-Mendi, Schooner — Bilbao — i,->-) 274
BALEARIC ISLANDS.
Sociedad Anglo-Espanola de Metres Gasogenes y Maquinaria General Port
Mahon, Minorca.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P,
Regis, erect.
• One Vessel . . . . . . Iron Corunna — — 70
One do Timber Cadiz — — 30
One do. Iron ^Nlahon — — 18
Two Vessels , — — — 150
GRECIAN.
MacDowall & Barbour, The Piroeus.
G.T.
Name of Vessel. Built of Owners. G,T. inclu, I.H.P,
Regis, erect.
* Helena, Screw Tug .. .. Wood Smyrna 20 — 180
PORTUGUESE,
H. Parry & Son, Lisbon.
Four steel barges to carry 450 tons cargo each, length 103 ft., beam 21 ft.
6 in., depth 9 ft. 6 in., built in Guyal, south side of Tagiis, to be towed be-
tween Oporto and Leixoes.
AMERICAN.
The American Car & Foundry Co., Wilmington, Del.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis. erect.
Car Float, No. 14 .. .. Wood — 700
Sand Lighters, No. 31, 32
and 33 — 6ooea — —
Dumping Scows, 8 and cj ,, — i.oooea —
The Bath Iron Worlts, Bath, Maine.
t Paulding, Drayton & Trippe,
Torpedo-boat Destroyers — U.S. Gvt. dis743ea — i2,oooea
The Bath Marine & Construction Co., Bath, Maine.
Yo Ho, 2 masts, Twin-screw Wood Bath 40 16 —
Virginia II., I mast Iriendsliip 4, 12
F. S. Bowlier & Son, Phippsburg, Maine.
Wm. E. I,ltchfield, 3-master \\'nod Boston S42 —
Chicago Shipbuilding Co., South Chicago.
t Pere Marquette 18, Car Ferry Steel — — 2,909 3,000
This vessel was launched Dec 17th, 1910, and is to be finished Ian', rsth,
rgil.
Cobb, Butler & Co., Rocliiand, Me.
• Cumberland, Tug . . — Portland, Mc. i6o — 500
Craig Shipbuilding Co., Los Angeles, Cal.
t General Hubbard, Schc«mer — X.Y. Citv 1,600 1,600 r.joo
t Navajo, Schooner .... — „ 1,600 1,600 1,500
■f Triple. t Turbine. a Quadruple. • Compound.
W. Cramp & Sons, Beach and Ball, Philadelphia.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect,
t Collier, Cyclops Steel — — 10,664 7,200
5 Barges — — —
Derrick Barge, Cyclops . . „ — — —
Three Tugs — — — 5ooea
6 Car Floats U.S.A. — — —
Brooklyn, Tug ,, — ' — _ 700
/ Harrington and Mayrant,
Torpedo-boat Destroyers ,, lT.S.-\. — — r2,oooea
J. H. Dialogue, Camden, New Jersey.
• New York Central, No. 27 .
Tng steel New York 231 — 900
t Cape Charles Philadelphia 296 — 1,000
* Ramcocas Camden rofi — 350
Dubugue Boat and Boiler Works, Dubugue, Iowa.
t Ste Frisco, Side Wheel Car
Tug steel — — i,t04 2,000
* C.B. and 2 No. r Suction
Dredger Wood — — — —
.\lso T4 Pontoons.
J. S. Ellis & Sons, Tottenvilie, Staten Island.
• Clara M., Passenger Boat — New York — — 00
Charles Sofield, Oyster Boat — ,, So
The Fore River Shipbuilding Co., Quincy, Mass.
Aloha, .\ux. Steam Yacht... Steel New York — 659 400
Salmon, Holland Submarine ,, U.S.N. — -^
t Perkins, Stenett and Walke,
Torpedo-boat Destroyers ,, ,, — — io,50oea
Foam & Ripple, Trawlers.. ,, Boston .. 234ea '"45oea
Currier, Tank Steamer .. .. New York — 4,7rr 2,100
Gas Engine Power Co., Morris Heights, New York.
7 Vessels Wood N.Y. 263aggr. — 3,i2oaggr.
Miramar Schooner .. .. steel ,, 135 ^ ■'00
Kugu, Tug II 27 _ 'go
J^"^ ,, r4o — 400
.Smalll^unche5,aggr. .. Wood „ r2J — 1,000
Great Lakes Engineering Co., Detroit, Mich.
t Ontario, Champlain and St.
Clair Steel Diiluth 5,4Q4ea — i,'i2oea
t Wm. J. Olcott.Wm. B.Dick-
son and Wm. P. Palmer.. „ „ 7,568ea — t,88o
t Harry Yates and Theo. H.
Wickwire, Jr „ Buffalo 6,o77ea — l,750ea
• Willis L. King Fairport 7,568 — 1,880
All for 1911 delivery.
Harlan & Hollingworlh Corporation, Wilmington, Del.
t North Land, steamer .. Steel 3,282 4,2ro 4,000
Panama Dredger Panama Canal 570 570 —
Nos. 167 and i68. Car Floats ,, N.Y. Harbour 85oea 85oea —
Paulus, Bulk Oil Barge .. ,, Philadelphia in in —
Nos. 400 and 401, Car Float ,, N.Y. Harbour 745ea 745ea —
t Northland, Steamboat for Bay
Service ,, Washington
D.C. 2,050 3,316 2,500
Benjamin B. Odell, Steam-
boat for River Service ,,] N.Y. 1,900 3,210 2,800
Nos. 43 and 44, Car Floats.. „ N.Y. Harbour 852ea 852ea —
Pure Oil Company No. 5,
Bulk Oil Barge Philadelphia 24dea 240ea 150
Manitowoc Dry Dock Co., Manitowoc, Wis.
t Alabama, Pass Steel U.s..\. — 2,626 2,200
.4dele, Lighter ,, „ — 402 —
* M. G. Hausler, Sand Sucker ,, Chicago — 650 400
H.arve5ter, Lighter „ — 107 60
T. 8. Marvel Shipbuilding Co., Newburgh, New York.
• Dutchess, Ferry steel Newburgh 405 nett — ab750
* Utica, Ferry New York i,400gross — 1,500
b Horicon, Side Wheel . . .. — Burlington 1,000 ,, — 1,600
b Clermont, do — New York 1,450 „ — 1,800
Gilford De, Barge . . . . Wood Haverstraw 20oab — —
Maryland Steel Co., Sparrows Point, Maryland.
a Kentuckian and Georgian Steel New York — 6,6o6ea 3,oooea
a Honolula , ,, — 7,059 4,000
t Millinocket „ — 3,336 1,800
t City of Baltimore and City
of Norfolk . . , Baltimore — 2,20oea 2,75oea
Wahalak and Norman H. Doris ,, ,, — 5ooea —
The Moran Co., Seattle, Washington.
t Kulshan, Steamer . . . . Steel Port
Townseud — 926 1,100
t Latouche ,. ,, - 1,884 1,000
t Sioux ,, „ - 440 1,400
Moore & Scott Iron Works, San Francisco.
Coalinga, Tank Steamer , Steel — — — 200
Newport News Shipbuilding Co., Newport News, Va.
t Cityof Montgomery and City
of St. Louis, Freight and
Passenger — Savannah Ga. — 5,42sea 2,3ooea
t J. A. Chanslor, Oil Tanker — San Francisco — 4,938 2,000
t ElSol.ElMundo.ElOriente,
and El Occidente, Freight — New York — 6,oo8ei 5,50oea
t Ruth, Freight — „ _ 3,102 1,500
Madison, Freight .... — ,, — 3,800 3,500
Four Barges, Isthmian Canal Commission. Dump Barges addition Navy
Department.
t Triple. / Turbine. • Compound. J High Pressure.
6 Beam. a Quadruple.
Tanuary, iqii. the marine ENGINEER AND NAVAL ARCHITECT.
223
The New York Shipbuilding Co., Camden, New Jersey.
4 Car Floats Steel — 750ea 75oea —
t 2 Colliers „ Boston — 4,01 5ea i.Sooea
Car Float, N.Y.P. & N.R.R. „ Philadelphia 1,288 1,288 —
t 2 Car Floats — Sooea Sooea —
Car Float— L.V.R.R „ Jersey City 1,150 r.150 —
( McCall, T.B. Destroyer .. „ U.S.-'V. — 742dis 12,000
Coal Barge Stock — i,2c)o —
t Burrows, T.B. Destroyer .. ., U.S..\. — 742dis 12,000
/ .\mraen, T.B. Destroyer . . ,, ,. — 742dis 12,000
Perth Amboy Dry Dock Co., Perth Amboy, N.J.
Six Harbour Lighters (wood), 300 tons each. Two Brick Scows (Wood)
600 tons each. Two three-track Car Floats (wood), capacity of 17 cars
each.
The Piisey & Jones Co., Wilmington, Del.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
m ."Uacrity, Yacht Steel New York 101 — 600
m Joyeuse, Yacht ,, 87 — 250
t Iiliraflores, Tug „ Isthmian Canal
Commission 206 — 429
t P.R.R. 31. Tug Perth, .\m-
boy, N.J. 360 — 1,000
Skinner Shipbuilding and Dry Dock Co., Locoust Point, Baltimore, U.S.A.
• Lynnhaven, Tug — Norfolk, Va. — 145 55°
• Comet, Tug — New York — 104 300
J Deluge, Fireboat . . . . — Baltimore — ab33o 950
6 Derrick Lighters .. .. — Phila., Pa. — 326ea
B. & O. R.R. Co., 77P., Car
Float — ., — 518 —
B. &0. R.R. Co.,7SP. do. — ,, — 518 —
Staten Island Shipbuilding Co., Port Richmond, N.V.
3 Car Floats — N.Y. — app.3iiea —
Topila, Tank Oil Barge .. — ,, — 200 —
Supply, Tank Oil Launch . . — ,, — 20 100
• Penna, 11, Tug — ,, — ij^ 840
• Penna, 34, Tug .... — ,, — 178 840
Fleetwood, Lighter .... — ,, — 400 900
Cargo, Oil Barge .... — ,, — .sjo —
Tulsa, Oil Barge .... — „ — 810 —
Southern Pacific Railway, Oakland, Cal.
t Seminole, Stern Wheel diver
Steamer Wood San Francisco — 086 1,300
!Spedden Shipbuilding Co., Boston, Baltimore, Maine.
t Neptune, Sea-going Tug . . — Balto, Ma. 240 — 750
Arthur O. Story, Essex, Mass.
Matthew S. Greer .. .. Wood Boston no — —
S hooner not named ,, abi3o — —
3 Schooners , Gluiic. 393aggr. — —
Superior Shipbuilding Co., Superior, Wisconsin.
t Peter Reiss, Freight . . Steel Diihith — 5,923 1,500
The Union Iron Works, San Francisco.
t Napa Valley, Single Screw . Steel Augusta, Me. — i,499 2,500
CANADIAN.
G. T. Davie & Sons, Quebec.
Name of Vessel. Built of Owners. G.T.
Regis.
• l^sis and lyanyon .. .. Steel Quebec 4ir)ea
t Plesses and Coloumb .. „ ,. 52oea
Joseph McGill, Shelburne, N.S.
Grand Falls Wood Shelburne.N.S. —
Rotundus „ Windsor, N.S. —
Dorothy M. Smart . . . . „ Digby, N.S. —
Llovd-George ,, I^unenburg.N.S. —
Rostand „ Arichat, N.S. —
Schooner — N'fd'land —
Poison Iron Works, Toronto.
t EUa Mary Comp. Toronto —
Shuniah,' Dredger . . . . Steel Pott Arthur —
• Trillium „ Toronto 672
c Aylmar Comp. Ottawa —
Dredger No. 96 Steel ~ —
/ Sternwheeler No. 97 .... ,, — —
Smith & Rhuland, Lunenburg, N.S.
Aimie ly. Spindler, Schooner Wood Lunenburg 124
Cecil I,. Beck and Marion
Mosher, Schooner .... „ ,, i:?oea
Uda A. Saundres, Schooner ,, ., 12s
Ysabel May .. ,, ,, Halifax 123
William C. Smitii ,, ,, Limenburg 13s
Itaska .... ., ,. ,, r24
G.T.
inclu.
I.H.P.
erect.
—
2 Ilea
—
325ea
121
_
80
30
94
—
135
—
95
—
110
—
ISS
—
1,500
—
450
—
35
AUSTRALIAN.
Name of Vessel.
Morrison & Sinclair, Balmain, N.S. Wales.
G.T.
inclu. I.H.P.
erect.
Kirrule, Steam Ferry Steamer — Sydney
Kobiloko, Steam Island Trader — ,,
Built of Owners.
G.T.
Regis.
LIST OF VESSELS ENGINED IN 19t0.
Morts Dock and Engineering Co., Ltd., Sydney.
Name of Vessel. Builders. I.H.P.
t Billubera Morts Dock Co 1.40
t Kirrule 'Morrison, Sinclair 680
May, Lighter . . . . Morts" Dock Co None
Press,
lbs.
iSo
180
m Motor.
t Triple.
t Turbine.
• Compound. X High Pressure,
c Single Cylinder.
JAPANESE.
The Kaimu Sho (Local Marine Bureau), ToKyo.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
• 3 Vessels Wood — — iigaggr. —
• Asahi-Maru, Lugger Tokyo — 47 71
• Kwansui.Maru, Ketch .. ,, ,, — 47 65
• Shiguka-Maru, Nos. I, 2, 3,4 ,, Shinagawa — Mgaggr. —
• Tazuru-Maru, Nos. 2 and 3 ,. ,, — 82aggr. 116
• Kaisei-Maru, No. 2 . . . . ,. Yokohama — 44 —
• Shichito-Maru, Nos. i and 4,
Schooners „ Tokyo — S4agr. i32agr.
Sachi-Mani Senju — 25 —
Tsuun-Maru. No. 4; .. Tokyo — 7* —
Mitsu BIshi Dockyard and Engine Works, Nagasaki.
r Panama- Maru, 2 masts . . Steel Osaka — 6,057 5,226
r Mexico-Maru, do ,, ,, — 6,063 5,296
Besides the above vessels, Parsons turbines for an ocean-going De-
stroyer were supplied to the Japanese Na\'y.
The Mitsu Bishi Dockyard and Engineering Works, Kobe.
• .\sahi Maru, Launch . . .. Wood .^saka — 30 120
Water Barge .-teel — — i62dis. —
• Tug — — 43dis. 124
t Xanto Maru, Tug and Ice-
breaker Dairen — 180 480
Motor Boat Steel Osaka — 314
t Fukutomi Jlaru.. Steam Trawler ,, Nagasaki — 216 475
One Boat Kobe .. 60 —
Eugined by the same Company.
One's Shipbuilding Yard (Ono Tekko Zosenjo), Osaka.
t Hokushin-JIaru, Schooner Steel Otaru — 502 380
t Uwajima-Maru 13, .Sloop .. ,. Uwajima — 498 450
The Osaka Iron Works, Osaka.
t Regohei-Maru, Coaster . . Steel Osaka — 757 586
o Maizuru-Maru, Ketch .. ,, Kobe — 56 41
• Soto-Maru, Bucket Dredger ,, Dalny — 600 600
• Osaka-Moru, Suction Dredger ,, Niigata — 594 428
• Chozan-Maru, do „ Dalny — 180 400
• Ryuzan-Maru, Hopper Barge ,, ,, — 600 250
• Sansan-Maru ,, — 600 250
t Shinko-Maru, N0.2, Whaler ,, Nagato — 130 385
The Uraga Dock Co., Uraga.
• LTraga-Maru, Sand Pump
Dredger .Steel Niigata — 606 350
ttJsukishima-Maru, Tugboat ,, Kobe — 129 340
tJTsuruga-Maru, Bucket Dredger ., Tsuruga — 236 iSo
CHINESE.
The New Engineering and Shipbuilding Works. Ltd., Shanghai.
Name of Vessel. Built of Owners. G.T. inclu. I.H.I'.
Regis. erect.
.^sia II Sleel Shanghai — 53 40
Lung- Wha Maru ,, — 40 no
Katiiryn „ — 42 125
Timg Tsi and Tung Hwui . „ ,, — 27oea 3ooea
Pontoon ,, — 100 —
10 Lighters ,. — 1,725 —
The Shanghai Dock and Engineering Co., Ltd.
General Weeks, Schooner Steel Manila 450 — 1,250
5 Cargo Boats ., Dalny i68ea — —
Dairen Ai, .\2, A3, .^4 & A5 — — 65ea — —
The Vulcan Iron Works, Ltd., Shanghai.
m Mei Che Teak Shanghai — 15 30
m Mei Tai , ,. — 21 J 36
p No. lOl — — — 40
• Mei Foo V Steel Shanghai — 36 80
m Mei Foong, Mei Chang and
Mei Sing Teak ,, — 6ea isea
• Sir Marcus Steel ,. — 25 60
Nos. 103 to 107, Pontoons . ,, ,, — 432 —
No. Ill, Pontoon ,, — 432 —
m Joyce Teak ,. — — 5 B.H.P.
No. 117, Pontoon .. Steel — — — —
Yangtse Engineering Works, Ltd,. Hankow.
• Han-Shun, Tug Steel Hankow — — 500
20 Lighters .. .. .. Wood ,, i52ea — —
Pontoon Steel ,. 22 — —
4 Pontoons Wood . , 76ea — —
3 Lighters Steel „ 29oea — —
2 Lighters .. 35oea — —
•Compound, f Twin Triple, t Triple. 0 Oil. ft Twin Compound,
m Motor. p Petrol.
224
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
HONGKONG.
Hong-Kong and Whampoa Dock Co., Ltd. ^
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
Ferrv Boat, Twin-Screws Steel Manila P.I. — 210 7oo
Tlaniae Comp. „ — /I ^"^
Mnmslmi .. ..Wood Formosa — 40 uo
?^nZnnch ^^^ Hong-Kong - 46 Uo
iankUneandThe-pikTo- uS :,' - ^5ea |ioea
2 Vessels " " ■_ 2 J
WongKoi " _ j8 80
^« •• : :: :: stL. — = • ^ =
Pilot Launch Wood Saigon — ^ 3- „ ':,°
liso several Motor Boats, Barges, Mooring Buoys and sundry small cralt.
The Taikoo Dockyard and Engineering Co., of Hong-Kong, Ltd^, Hong-Kong.
Name of Vessel. Built of Owners. G_.T^ mdu. ^ I.H.P.
+ T<?S Shasi Steel Hong-Kong 1,327 790 816
t ?-t'l' TaUm . . .. Manila 30 20 177
.limphUtus- .: .. „ Hong-Kong 87 26 4..
INDIAN.
Name of Vessel
3 Sailing Barges
Tug Boats 2
C. Brown & Co.. Bombay.
Built of Owners G.T, inclu. I.H.P.
■Regis. erect.
Steel Bombay 30oea — —
48ea — i35ea
STRAITS SETTLEMENTS.
Riley, Hargreaves & Co., Ltd., Singapore.
Name of Vessel.
m No. 257, Bukom III. . .
mNo, 258, Arthur
/ No. 260, R.H. & Co. No. 7
otNo. 261, B.P.M. 67 .. .
JJNo. 262, Kukub . . .
tlNo. 263, N.P.V. .. •
/ No. 264, A.U. Von Mechel
Built of Owners. G.T.
Regis.
. Wood Singapore —
Dutch
Sinagpore
Soerabaya
Indragiri
G.T.
inclu. I.H.P.
erect.
— 32
— 112
— 3"
— 40
— .'53
— 120
— 55
Tlie Tanjong Pagar Dock Board, Singapore.
4 Hopper Barges . . . . Steel Singapore -- 200ea
• iiil?h"' :; '.'. v. :: Woid Penang - 25
Crane Pontoon Steel Malacca — 7°
I,aunch, hull Wood Kuelmg — 40
t^Liffhters Steel Smgapore — ifi^ea
" ' Engines by the Tanjong Pagar Pock Board.
LIST OF VESSELS ENGINED IN 1910.
Ttie Tanjong Pagar Dock Board, Singapore.
Name of Vessel.
Builders.
I.H.P. Press,
lbs.
. Hawk Singapore Slipway & Eng. Co. .. 105 130
• I,akitan .. • ^° ',"
•wood Tug .. ;; ^° ;35
• .Mice " " " ss 160
• Dock Launch .... " „ r " " IZ ,fin
• Tova ... T p n Board .So 160
• Sunda . .
• Wood Launch
. . T. P. D. Board
. . Priye River Dock .
350
30
IS.')
160
WORK COMPLETED DURING THE YEAR.
ENGLISH.
Sir W G. Armstrong, Wliitworth & Co., Ltd., Ncwcastle-on-Tyne.— The
vessels built at Walker and El>.witk Ship yards from 1832 to iqio amount
to a gross tonnage of i,3.=i2,3.'.3 and I.H.P. 1,435,884.
S. P. Austin & Son, Ltd., Sunderland. -The stoppage of work in the
shipbuilding and repairing yards owing to the labour dispute caused the
loss of much repairing work to the district, owners being compelled to have
the WOTk done largely at Continental ports, and this company felt the effect
of the stoppage. The total tonnage of vessels docked by Messrs. Austin
this year for painting, overhauling and repairs was 210,000 gross register
as compared with 250,000 tons last year. The work included extensive
damage repairs owing to strandings and collisions, also overhauling of
steamers hulls and machinery for Lloyd's classification and conv-er ing
a vessel for service in tropical waters. The pontoon is capable of taking
vessels up to 7,soo tons carrying capacity, and, owners can now depend
upon finding the necessary accommodation for docking large vessels coming
to the river Wear.
• Compound. t Triple. « Compound Surface Condensing.
/Compound Non-Condensing. » Motor.
Jolin Readhead & Sons, Ltd., South Shields.— In addition, a large amount
of Reijair work has been done at the graving dock.
J. Gordon Alison & Co., Ltd., Birkenhead.— Have not built any new
tonnage during the year, but have been busily engaged in special evapora-
ting plants, etc., for export, also tanks, pontoons, heaters, etc., for home
wants, and the works generally have been busily occupied with ship and
engine nii.iirs .iii.l dvcrhauls. .
The BIyth Shipbuilding and Dry Docks Co., Ltd.— In addition to being
shipbuiUkrs, llu- l;lvth .shipbuilding and Dry Docks Co., Ltd., are repairers
of hulls and machinerv, and in this department have during the year
carried out some extensive repair jobs and alterations. Their five graving
docks and ample facilities enable them to do work very expeditiously.
Irvine's Shipbuilding and Dry Docks Co., Ltd., West Hartlepool.— In
addition to the foregoing, one vessel, the Glencliffe (No. 486), although
launched in January of this year, was included in last year's tonnage, and
therefore does not appear in this year's figures. During the year eighty-
three vessels have been docked and repaired, and ninety-four repaired
afloat, making a total of 177. Salvage :— The s.s. "Bull," sunk in the
river Tees was raised ; the s.s. Hermiston floated off the rocks at Robin
Hood's Bay, and a sunken hopper raised in the Hartlepool Channel, in
addition to which a number of pumps, boilers and plant have been supplied
for salvage jobs. _ ,,.^.
Sir Raylton Dixon & Co., Ltd., Middlesbrough-on-Tees.— in addition
to building above, a large amount of repairing work has been done.
Nicholson & Sons, Glasson Docks, near Lancaster.— Have been very busy
in graving dock with repairs of steamers all this year.
The Northumberland Shipbuilding Co., Ltd.— Notwithstanding the
general depression during the year and the recent labour trouble, it will be
seen that by comparing this year's figures with the previous returns, the
Company has maintained its high position in the shipbuilding world,
although the figures given do not represent the total output capacity of
the Company. Included in the above are three fine deadweight carrying
steamers for the Empire Transport Company, also two to carry nearly
g 000 tons built for Messrs. Thomas Wilson, Sons & Co., Ltd. There are
also several of the Company's well-known type of vessel to carry about
7 500 tons each, one being for Messrs. Thomas Wilson, Sons & Co., Ltd.,
one for the Dalecrest Steamship Co., of Liverpool, and another for F. S.
Holland Esq., of London, and a fine cargo vessel for Messrs. Crosby,
Magee & Co , of West Hartlepool. Included in the work at present in
hand are other seven of the Company's well-known 7,500 tonners, one to
carry about 9,000 tons, and two fine single-deck steamers, one about 7,350
and'the other 7,500 tons.
Swan, Hunter & Wigham Richardson, Ltd.— In addition to tonnage
launched, the dry docks department executed a number of extensive
repairs to ships, engines and boilers. During seven years ending 1910,
Messrs. Swan, Hunter & Wigham Richardson, Ltd., have launched 144
vessels of 573,042 gross tons; an annual average of 21 vessels of 81,863
gross tone: Maximum (in year 1906), 25 vessels of 126,921 gross tons.
Among the vessels given in the launch section the Tadorna is the 21st, the
Kioto the nth, and the Carthage and Norhilda each the 6th steamship
built by Messrs. Swan, Hunter & Wigham Richardson, Ltd., for their
respective owners. . ^ ^. . t
Walkers, Ltd. Maryborough.— Have done a considerable amount of
'^'^sherwood System of Ship Construction.— The progress of the Isherwood
system of ship construction is shown by the following. From September,
1Q07 to December, 1908, the number of vessels arranged to be built were
six, representing about i9,747-gro5s register tons. During the year 1906
thirty vessels representing about 110,055 gross register tons ; during the
year igio thirty-nine vessels, representing about 166, 198 gross register tons,
making a total of seventv-five vessels representing about 296,000 gross
register tons. The largest vessel at present completed on the system is
the Great Lakes ore carrierWilliam P. Palmer, 600 ft. by 58 ft. by 32 ft.,
designed to carry 11,000 tons deadweight on light draught of water, con-
structed by the Great Lakes Engineering Works, of Detroit, Mich., for the
Pittsburgh Steamship Co., of Cleveland, Ohio. The largest sea-going
vessels at present at sea are the Tjitaroem, built by Messrs. Nederlandsche
Scheepsbouw Maatschappij of Amsterdam, for the Java-Chma Japan Line
of Amsterdam ; the Anglo-Patagonian, built by Messrs. Short Bros, Ltd..,
of Sunderland, for Messrs. Lawther, Latta & Co., of London, and the
Howick Hall, built by Messrs. W. Hamilton & Co., Ltd., of Port Glasgow,
for Messrs Chas. G. Dunn & Co., of Liverpool. Sir W. G. Armstrong,
Wliitworth & Co., Ltd., are now completing two specially designed vessels
for the iron ore trade to carry 10,700 tons deadweight each. Work in course
of construction includes two passenger and cargo vessels 500 ft. in length
and Messrs. Hamilton are making preparations to lay down a steamer
500 ft by 58 ft The total number of builders who have already bujlt or
who are building on the system is twenty-eight. The total number of
builders who have adopted the system is forty-four. Of the total number
of vessels mentioned above, eight have been built or are bemg built m the
United States, one in Canada, eight in Germany, eight in Holland, and
the remainder have been built or' are being built at home. In addition to
the Great Lakes steamer referred to, two other large steamers have been
arranged to be built on the Great Lakes by the American Shipbuilding
Company, one 520 ft. long and the other 550 ft. long. It is interesting
to note that of the total number of vessels built or being built, twenty-nine
are for Liverpool account. As proof of the satisfaction given to ship-
owners who have adopted the system, it might be mentioned that one
Dutch firm alone has already given orders for six vessels ; one German
firm for five vessels ; two British firms for four vessels each ; two British
firms for three vessels each ; and seven British firms, one American firm
one Dutch firm and one Norwegian firm have given orders tor two vessels
each Steamers have been built to the highest classification of Lloyds
Register, British Corporation, Bureau Veritas, Germanischer Lloyd, and
' °The^UnlteVstates Metallic Packing Co., Ltd., Soho Works, Bradford, have
fitted their metallic packings to the following vessels during the year -. —
H M S 's Exe, Waveney, King Edward VII., Garry, Princess Royal, Lion,
Leven Good Hope, Orion, Conqueror, Monarch, Thunderer, Active, Har-
lequin', Foyle, Australia, New Zealand, Greyhound, Stour ; s.s. Szent
Itsvan for Adria Co. ; Inspector, Surveyor Boat and seven tugs for the
Aire & Calder Navigation Co., Ltd., ; s.s.'s Rotterdam and Ocean for the
American Petroleum Co. ; s.s. Impoco for the Anglo-American Oil Co.,
Ltd ■ s s. Cameronia for the Anchor Line. Ltd. ; three new steamers for
the Asiatic Steam Navigation Co. ; s.s. Den of Glamis and a new steamer
for Chas. Barrie & Son, Dundee ; s.s. Rustington for BeU, Symondson
and Co. ; s.s.'s Syria, Corea, Africa, Mopsa and Burma for the Bennett
S S. Co. ; s.s. Gloucestershire for Bibby Bros. & Co. ; s.s. Lorca for C. 1.
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
225
Bowrine & Co , Ltd. ; s.s. Hildebrand for the Booth Steamship t-o. ; &
new steamer lor the British and Irish Steam Packet Co., Ltd. ; s.s. s
Chilka .\rankola and three new steamers lor tlie British India Steam
Vavieation Co ■ P.S. Eagle III. for Buchanan Bros.; s.s. s Kansa and
Ktotffor Bnckn.all S.S. cS. : s.s. Idaho for Camper & Nicholson ; a new
steamer for the Canadian Pacific Railway ; s.s. Mtdomsley (or i Carrick
and Co ■ R S.V. Industry, R.S.V. Retriever and ferry steamers for the
Calcutta 'port Commissioners ; s.s. Cameron for K. McD. Cameron S Co. ;
s s Thomas J. Dmmmond lor the Canadian Lakes Co. ; a new steamer for
clirns Noble & Co. ; s.s. Amberton for R. Chapman & Son ; s.s. Mida eliam
Castle for J. Chambers & Co. ; s.s. Star of India for J. P. Corry S. Co. ,
s.s Bandon for the Cork S.S. Co. ; s.s. Lady Cory Wright and a new steamer
for \Vm. Cory & Sons, Ltd. ; s.s.'s Tyria and Franconia for the Cunard
SS Co.- s.s! Kursk for the East Asia S.S. Co.; s.s. Cottingham lor the
East Yorkshire S.S. Co. (.\Iex. Meek & Co.) ; s.s. St. Albans for the Eastern
Sd Australian S.S. Co.; s.s. ElizabethviUe for Elder, Dempster & Co ;
s s 's City of Chester, City of Bombay, Estrdlano, Langton Hall, Lisbon
and three new steamers for EUerman Lines, Ltd ; a new steamer for
Federal Steam Navigation Co. ; S.F. Sir John Baker lor the Floating
Bridge Co., Gosport ; s.s.'s Martha Washington and .Argentina for Fratelh
Consulich, Trieste ; s.s.'s Dewsbury, Accrington Blackburn and Bury for
the Great Central Railway Co. ; s.s.'s Prmce George and Prince Rupert
for the Grand Trunk Railway ; s.s.'s Baden, Bayern and Preussen for the
Hamburg-.American Line ; s.s. Alice for Geo. R. HaUer, Hull ; s^. »
Harperley, Harpagus, Harlesden, Harpalion, Harford, Harport and Har-
mattan for J. &. C. Harrison, London ; s.s.'s Inventor Prolessor and
Explorer for T. & J. Harrison, Liverpool ; s.s. Purley for Houlder, lliddle-
fon & Co. ; a new steamer for Houlder Bros. & Co. ; s.s.'s Zealandia and
Weirvona for Huddart. Parker & Co. ; s.s.'s Tearaght and Alexandra for
the Irish Lights Commissioners; s.s.'s Hudder, W harfe and Don for the
Lancashire & Yorkshire RaUway ; a new steamer lor Lamport & Ho t
Liverpool • s s Duchess of Riclimond for the London, Brighton and South
Coast Railway ; s.s. Ymer for Lund & Co., Bergen ; a new yacht lor
Mr H T Mason ; s.s.'s Clydesdale, Claymore, Sheila, and Mountameer
for'MacBrayne & Co. ; s.s. Hamilton for J. Marshall & Sons ; s.s. Darnara
for McLav & Mclntj-re ; s.s.'s Portsmouth and Meadowheld for McNei
SLde & Co ; sl^. Port Kembla for JUlburn & Co. ; s.s HeUa for Jlail
and Holtby, ChrisUania ; s.s. Waverley for North British Radway ; s s^
Rotorua for the New Zealand Shipping Co., Ltd. ; s.s. Burrmgbah for the
NorthCoiSt of Auckland S.S. Co.T s.s. Orama for the Orient Steam Navi-
gatiori Co.; a yacht for Wm. PhiUp & Son, Ltd. ; T.S S.'s Walbrook,
Beam Beverley and tender Havengore for the Port of Loudon Authority ;
s s Holmside for G. Pyman & Co. ; s.s.'s Asturias, Conway, Catalma,
Caroni .\raguaya, Aragon, .Amazon and Avon for the Royal Mail Steam
Packet Co. ; s.s.'s Spilby, Pikehool and a new steamer for Ropner & Co. ;
P S Neptune for the Southampton, Isle of Wight and South ol England
MaU Steam Packet Co. ; s.s. Suram for Stephens, Sutton & Stephens, New-
castle • s s Edilio for Societa Commercial Italiane de Navigazione, Genoa ;
s.s.'s Bampton and Quantock for Tatem & Co., Cardiff ; s.s. Boverton for
Evan Thomas, Radcliffe & Co., Cardiff ; s.s. Cordova^ for J Tully ix Son
Sunderland ; s.s. Morayshire and a new steamer for TurnbuU, »Iartiii and
Co (Shire Line), London ; three new steamers for the Union Castle Steam-
ship Co., SouUiampton ; s.s. Cheslakee for the Union Steamship Co.,
Vancouver, B.C. ; s.s. Elswick Hall for Wieduer, Hopkms & Co New-
casUe-on-fyne ; s.s. Kingstown for John WeatheriU & Sons, Dublm ;
s s.'s Olympic and Titanic for the White Star Line ;, s.s. Francession for
fhos. Wilson & Sons & Co., Ltd., Hull.
The Schmidt Superheating Co., Ltd.— During the year the vessels in-
stalled with superheated steam on the Schmidt system are as follows ;—
Edmund H. Stmne, IV., Clare H. Stinnes I., Nora H. Stmnes II. for Hugo
Stinnes, Muhlheim ; Stompwyk for Nieuwe Rynvaart Maatschappy,
\msterdam- Portugal, Bremen, Portimao and others for Oldenburg-
Portuguese Steamship Co. ; Siegen and Elberfeld for Argo Steamship Co.,
Ltd Bremen ; Harpen XV. for Harpener Bergbau A. G. Mulheim-Ruhr ;
Vistula for " Weichsel," A. G„ Danzig; Ydun & Odin for Dampskibsselskab,
Cooenhaeen ■ Prasident ChrisUe for Det Nordenljeldske Dampsvibssel-
skib Trondhjem; 2 boats for Grundmann & Groschel, Geeslemimde ;
I bo4t for Rotterdamsche GemeindepoUzei ; Tunis, Catania Procida,
Cette and Lipari for Robt. M. Sloman, Jr., Hamburg ; tt era for Wosto-
schny-GeseUschaft, St. Petersburg ; Syrjanin for Nobel Bros., St. Peters-
burg • Moordrecht and Sliedrecht lor Phs. van Onimeren ; one vessel lor
Motaia VerksUd's Nya A.B., Motala ; Naufahrwasser for Schleppschifl-
Ges., Unterweser; Friedrich Wiihehn for Ad. Gerlach Nachf Tilsit ;
Simsou, Elbe, Wesser and one other for Ver. Bugsier Is Frachtschifl Ges.,
Hamburg ; Odin for Kohlenberg & Putz, Gcestemunde ; sachsen for
Hamburg-Amerika Linie, Hamburg; Luque for MacAudrew & Co., Lon-
don ; Senator Hollesen and one other vessel for Zerssen & Co Rendsburg ;
Hu-'o Markus and Kaiser Wilhehu II. for Vereinigte Elbschifl-Gesellschal t
AG Hamburg; Nias for Stoomvart Maatschappij •• Nederland, Am-
sterdam ; I vessel for Nordd. Lloyd, Bremen ; Dampfbagger No. XII. for
Thode & Ebejing, Altona ; Rastede for Hochseelischerei J . V\ letiug, A.-G.,
Bremerhaven ; Wurzburg for Norddeutscher Lloyd, Brenien ; F Haniel 4
for Franz Haniel & Co., Duisburg-Ruhrort ; i vessel for Rud chr. Gribel,
Stettin ■ Hercules and Samson for Erste K.K. Priv. Danube steamship Co.,
Budapest; Tynssth IV. for Gewerkschalt - Deutscher Kaiser, Bruckhausen;
Patmos, Thasos, Ky thnos and Enos for Deutsche Levante Lmie, Hanihurg ;
Grossfurstin Olga and Nikolaewna for Damplschifiahrt-Ges. Kawkus ii Mer-
kur St. Petersburg ; .Algier for Rob. M. Sloman, Jr., Hamburg ; Merkur lor
Bergenske Damplskibs Selskab, Bergen; Traneckjaer for Sydfyenske D.
Selskab- Georg for Grundmann tt Groschel, Geestemunde ; Uranus tor
Kongl. Nederl. Stoomboot Maatschappij, Amsterdam; Neptunus for
Kongl. Nederl. Stoomboot Maatschappij, Amsierdam ; Taunus lor J.
Knippscheer, Duisbur -Ruhrort.
Seamless Steel Boat Co., Ltd., Wakefield, have built 244 Lifeboats and
Cutters and 15 Launches, and have no lileboats, etc., and six Launches
""central Marine Engine Works, West Hartlepool.— In the boiler depart-
ment there have been a large number made lor home and foreign account.
Rlchardsons, Weslgarth & Co., Ltd., Hartlepool.— In addition to the work
listed in the engine section a large amount ol uusceUaneous work has been
completed including " Contraflo " condensing plants, regenerative accumu-
lators steel furnaces and other iron and steel works plant.
The Wallsend Slipway and Engineering Co., Ltd., Wallsend-on-Tyne.—
In addition to vessels' engines new boilers were supplied to vessels repre-
senting a total horse-power ol 5,113. ,,,..„
Cox & Co. (Engineers), Ltd.— New boilers and machmery have also been
buUt and fitted to several other vessels besides engine and ship repairs.
J W. Brooke & Co., Ltd., Lowestoft. — Have been awarded at the Buenos
Aires International Exi.ibiticn the Grand Prize (Dipltn:a De Gran Picmio)
and also the gold medal (Diploma De Medalla De Oro). A considerable
number ol motors ol various types and nationalities weie exliibiltc at this
important exliibition, so that the awaros are made in serious ccmpeliticn.
■• Brooke " motors are of a high c,uality in every respect, incluQii.g oesijn,
workmanship and material, and have a world-wiae reputation for reli-
ability and uurability.
Bull's Metal Propellers.— During the past year Messrs. Bull's Metal and
Melloid Co., Lid., loker, have been exiremely busy, boih in their foundry
deparlnieni and theit bronze rod-rolling mill section. The Company have
recently declared a dividend of six per cent., besides writing off and
reserving amounts sufficient to pay about another ten per cent. '1 hey have
cast a very large number of Bull's metal propellers lor steamers bmh on
the Clyde and other shipbuilding centres, including not a few heavy pro.
pellers to their own design lor large steamers ol well-known lines. In quite
a number of cases the propellers were to replace bronze propellers of
another make. One instance was that ol the Allan liner, /ifsfei lull, m which
the Bulls propeller replaced others made of Parsons' Manganese bronze,
and the owners report a speed improvement, from the change, of about hall
a knot with a slightly reduced consumption. Messrs. Allan are also having
propellers of Bull's metal prepared fol the Giainptan. the sister ship to the
Hesperian. The bronze rod-rolltng department, which is the only works ol
its kind in Scotland, has for some time been taxed to its utmost capacity,
and new sets of rolls are about to be laid down, while the Company also
contemplate arranging for a large extension to their works generally.
SCOTCH.
David Rowan & Co., Glasgow. — The output of machinery of thisCompany
for 1910 is slightly over 44,000 I.H.P., which is their largest output smce
IQ07, that bemg a record year for them. This does not include boilers
for shipment, in which they do a large and increasing business, the output
last year in this department alone being over 11,000 I.H.P. The year
1911 promises to be a busy one.
John Cran & Co., Leith. — In addition to matter listed under launches
numerous overhauls have been effected throughout the year, and the
North Carr Lightship reconstri cted.
The Dundee Shipbuilding Co., Ltd., Dundee, have also carried out a large
amount of repairs to hulls and machinery.
Hawthorns & Co., Ltd., Leith. — In addition to work listed under another
section, they have also carried out a considerable number of extensne
overhauls and repairs, ana have consUucted a number ol marine ai.d land
boilers. Throughout the year work has been quiet at both their Leith
and Granton establislmients.
S. & H. Morton & Co., Leith. — Have not built any vessels during the past
twelve months, but have built one patent main slipway capable of
handling vessels of i,&oo tons displacement ; two patent main shpways,
each capable ol handling vessels of 1,000 tons displacement; three slip-
ways to the order of foreign owners, each capable ol handling vessels ol
800 tons displacement. In addition to which they have some important ship
repair work in progress and general ship repairs as usual.
Miller & Maclie, Ltd., Glasgow. — In addition to new work listed else-
where they have carried out general repairs on mact.inery, boilers and hulls
of fully 200 vessels.
Wm. Simons & Co., Ltd., Renfrew.— In addition to the work listed
under the launch section, a large quantity ol dredging machiner, , boilers,
and sand pump plant have been sent to foreign and home ports during
the past year.
DUTCH.
Amslerde Dyoo;dok Mij., Amsterdam, have repaired a number ol vessels
di.ring the year.
SWEDEN.
Lysekils Mek. Verkstads Aktiebolag, Lysekil, have delivered about 500
motors, of which about 60 per cent, are marme motors from 4 to 100 h.p.
The deliveries of marine motors principally have been made to Scanoi-
navian countries and to Russia, ana the total number of h.p. is about 0,000.
Besides these a great number ol stationary- motors lor industrial purposes
have been delivered.
AMERICAN.
Ferro Machine & Foundry Co., Cleveland, Ohio. — Ferro engines have
been fitted in the folowing teats buiill in Li.gl&i.d, viz., the Handy, built
and owned by A. H. Watty, Fowey ; the Nenemoosha, ol the hydroplane
class built by Putne\ Bridge Iron Works, and the Charles Peart, built by
R, Wilson & Son, South Shields. Ferro engines have also been fitted in
boats built by G. A. Feltham, Portsmout. , as follows ; Imatra, and Eileen
of 8 h.p. each. Four Brothers 7J h.p. auxihary, FroUc 4 h.p.. No. i 17* h.p.
The U.S. Navy Yard, Mare Island, Cal. — Repairs and alterations pro-
ceeded with on armored cruiseis, guntcals, torpedo destroyers, torpedo
boats, submarines and auxiliaries.
JAPAN.
The Hakadate Dock Co., Ltd., Hakadate, Japan, have executed several
extensive repair works.
HONG KONG.
The Kong-Kong and Whampoa Dock Co., Ltd., Kong-Hong.— In addition
to vessels built during the year 1910, listed under the launch secticn, the
Company also completed snxteen railway cars, eight lor the Kowlcon
Canton Railway Co. (British section) and eight lor the Canton Kowloon
Railway Co. (Chinese seclioi ). The ears which were fitted with all the
latest appliances make up two con plete trains of ist, ind and jrd-class
carriages, each car being 65 ft. overall and weighii,g 35 tons. The Com.
pany has also built a number of boilers.
226
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
WORK ON HAND IN BRITISH YARDS.
ENGLISH.
J. T. Eltringham & Co., South Shields. — i gas-driven Coaster (propelled
by suction gas engines), 2 pi iwerful salvage Tngs, I large screw Trawler.
Beaching Bros., Ltd., Great Yarmouth.
6 Drifters, total 494 tons.
Crabtree & Co., Ltd., Great Yarmouth.
Four vessels building, Steani Drifers.
Forrestt & Co., Ltd., Wyvenhoe, Essex. — Steel Mooring Lighter (.4d-
miralty) ; steel single screw steam Launch, 68 ft. ; 3 steam Barges, 45 ft. ;
I steam Pinnace, 50 ft. ; 1 single screw steam Launch, steel, 60 ft. : 2 single
screw steam Laimches (wood), 52 A ft. ; i steel stern wheel Steamer, 143 ft. :
1 steel stem wheel Steamer, 128 ft.
Edward Hayes, Watllng Works, Stony Stratford.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
JtTug .Steel — 18—70
ttLaunch, Twin screw ....,, — 20 — 80
ttXug — 19 — 70
m Launch — 4i — 4o
10 sets of compound surface condensing marine engines, all being built
varying from 40 to 100 I.H.P. each.
James R. Piper, East Greenwich.
.Approximates 80 reg. tuns.
The Thames Ironworks Shipbuilding and Engineering Co., Ltd., Canning Town
H. M.S. Thunderer, Battleship — — 22,500 — 27,000
Camper & Nicholson, Ltd., Gosport.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis. erect,
t'Marynthei, TwinSt. Yacht Steel British 780 — r,50o
t Adhara, Twin Motor Yacht — ,, 40 — 100
Fantome, Aux. Jfotor Yacht Wood British 160 — 270
Lengthened 12 ft., fitted with twin motors and practically rebuilt.
•Built in conjunction with Messrs. J. I. Thornycrolt, Southampton.
P. K. Harris & Son, New Quay Street, Appledore, Devon.
Building wood schooner, 00 ft.
Hartley Mead, East Cow:s.
Armorel IV. Sailing Yacht Wood — 48 — 23
Admiralty Cutters .... — — — — —
Philip & Son, Ltd., Dartmouth.
Screw Tug Wood — 16 — 50
2 Pinnaces ,, — I2ea —
Launch ,, — 18 — 70
2 Pinnaces — I2ea — i6oea
3 Launches — 25ea — 90^^
Geo. & Thomas Smith, Ltd., Rye
1 Trawler Wood — 59 — —
Stow & Sons, Shoreham.
NewS8-tou Sailing Yacht under construction building tu Class 18} ears A
John I. Thornycroft & Co., Ltd., Woolslon, Southampton.
Sis ocean-going Destroyers, Steam Yaclil. Stern Wheel Vessel. IMotor
Lighter, ten Motor Patrol Boats.
J. Samuel While & Co., Ltd., Cowes, Isle of Wight.
British and
Foreign Gvts. 1, 8S8ab. — 28,095
White Bros., Itchin, Southampton.
260-ton Y.M. Aux. Motor
Cruising Schooner .. — — — — 150
80-ton Y.M. Aus. Motor
Cruising Ketcli .... — — — — 45
Isaac J. Abdcia & Mitchell, Ltd , Brimscombe, Stroud.— 12 on slips at pre-
sent.
Isaac J. Abdela & Mitchell, Ltd., Queen's Ferry, nr. Chester. — Screw Tug
of about 15 tons, twin-screw river steamer nf about 200 tons, and siuidry
smaller crait, besides repairs.
Garslon Graving Dock & Shipbuilding Co,. Ltd., Garston, Liverpool.—
One tug and salvage vessel. 115 ft. x 25 ft. x 14 ft. moulded.
W. J. Yarwood & Sons, Northwich, Cheshire.
Dumb Barge Steel British 56 — —
Barge , ,, 314 — —
2 Hopper Barges — 245 — —
I Steam Steamer — 58 — 7o
• One set Engines, r main boiler — — — — 20
Lytham Shipbuilding and Engineering Co., Lytham, Lanes.
• Rio Aripuana, Amazon River
Passenger & Cargo Steamer Steel Foreign ab207 — ab32o
Galv. Towing Lighters — ,, British abiioea — —
• Stern- Wheel Steamer . . . . ,, „ — — —
t .\niazon River Passenger and
Cargo Steamer . . . . ,, Foreign — — ■ —
Galv. Steel Lighters — — ■ — ■ —
H. M. Dockyard, Devonport.
Indefatigable, Signal Masts,
no Sails Steel — i8,75odis — 43, 000
H.M. Docykard, Portsmouth. — Neptune and Orion, completing.
ENGINES.
Baird Bros., North Shields, are fairly well employed with repairs.
Great Central Co-operative Engineering and Ship Repairing Co., Ltd., Grimsby.
Name of Vessel. Builders. I.H.P. Press.
lbs.
t Cambodia, St. Trawler Cook, Welton & Gemmell, Beverley 500 180
t Coclirane & Sons, Selby .. 400 180
t* Triple Compound. t Triple. • Compound, m Motor.
XX Compound Surface Condensing.
0. D. Holmes & Co., Hull Several sets of machinery in hand and a
number of orders for new boats, auxiliaries, winches, etc.
Mersey Engineering Works Co., Ltd., Liverpool.
4 32-ft. Steel Larmches
for Elder Dempster
and Co. Ltd Mersey Engine Works .. .. 20 120
A. G. Mumiord, Ltd., Calver Street Engineering Works, Colchester.
JJSteam L;iunches, Tugs.
small Yachts, 14 sets X'arious i,So<' —
The Shields Engineering and Dry Dock Co., Ltd., North Shields.
t 17 Sets S.M.'- —
SIsson & Co., Ltd., Gloucester.
/ Mission Launch for Congo Salter Brothers, Oxford .. .. 50 175
ttBurmah Launch .. Not known 160 130
In hand about 850 Brake H.P. " Sisson " enclosed engines and three
sets of steam machinery for main line railway motor coaches, one set of 4
crank compound surface condensing and Sisson water tube boilers, etc.,
150 I.H.P., for Thames passenger lainich.
The Vauxhall and West Hydraulic Engineering Co., Ltd., Luton, Beds.
Amazon steamer .. British 55o 180
Stern Wheeler , 270 150
Fire Fioat ,, Twin 120 150
Tug 90 120
Stern Wheeler 265 140
The Schmidt Superheating Co. Ltd., — Vessels under construction in which
superheated steam on the Schmidt system wlU be installed are as follows ;—
2 vessels building by the Flensburger Shipbuilding Co., Flensburg ; Thyssen
v., for Gewerkschaft " Deutscher Kaiser," Bmckhansen ; I vessel for Det
Forenede Dampsk. Selskab, Copenhagen ; 4 vessels for Deutsche Levante
Line, Hamburg ; i vessel for Hamburg-Amerika Line, Hamburg ; j vessel
for Van der Zypen, Coin ; 3 vessels for Argo Line, Bremen ; 2 vessels for
Bremer Steam Line, " Atlas," m.b.H. ; 2 vessels for German owners ;
Minneburg and Kattenthurm, for Hansa Line, Bremen ; 3 other vessels for
Hansa Line, Bremen ; 2 vessels for Deutsche Levante Line, Hamburg ;
Nyland, for Argo Line, Bremen ; Kong Sigurd, for Sondenfjelds Norske
d'. Selskab ; i vessel for .\nders Jacobsen, Christiania ; 2 vessels for Mat-
thias Stinnes, Muhlheim-Ruhr ; Venus and Vesta, for Kongl. Nederl.
Stoomboot Maatschappij, Amsterdam ; i vessel building for Henrj- Koch,
Lubeck. ^^^^^_^^_
SCOTCH.
Alley & Machcllan, Ltd., Polmadic.— Light draught vessels totalling
500 tons.
Fleming & Ferguson, Ltd., Paisley.
Name of Vessel.
Built o! Owners.
G.T.
inclu.
erect.
3,000
I.H.P.,
f..T.
Regis.
4 Vessels — — —
London and Glasgow Engineering and Iron Shipbuilding Co., Ltd., Glasgow.
— H.M.S. Yarmouth and Sydney, second-class cruisers.
Peter McGregor & Sons, Kirkintilloch, Glasgow.— One Tugboat (smaU).
Murdoch & Murray, Port Glasgow. — Work on hand, 400 tons.
Scott & Sons, Bowling, nr. Glasgow. — Four steamers, aggregate gross
tonnage, 900.
John Cran & Co., Leith. — r large steel screw Tug, i steel motor Mssion
Launch, i wood steam Ferryboat, i steam Launch.
J. Weatherhead, Eyemouth. — A few motors to fix ; makers Messrs
Beardmore, Dalmuir ; .\lpha, Denmark, and the Gardiner.
The Caledon Shipbuilding and Engineering Co., Ltd., Dundee.
Andorinha . . . . Steam Steel British 2,400 2,400 1,700
l,34oea i,583ea l,5ooea
1,987
1,567
2,639
t BaUy-Cotton & Warner „
t Klang „ „ 1,680
t Princess Royal .. ,, „ ,, i,440
t No. 22r S.S „ ,, 2,050
.All to be engincd by the Caledon Co.
Alexander Hall & Co., Ltd., Aberdeen.
I steam Trawler .... — — 205 —
1 „ ,, .... — — 225 —
I _^ ^ .... — — 200 —
ENGINES.
J. Abernethy & Co., Aberdeen.— live sets of triple engines
Name of Vessel.
Cooper & Greig, Dundee.
Builders.
2,800
1,450
2,800
390
390
390
Press,
lbs.
El Zarate Greenock & Grangemouth Dock-
yar<l Co. .Ltd., Grangemouth
Fishers, Ltd., Paisley.
. . P. McGregor & Sons
Kirkintilloch .
.. Scott & Sons, Bowling
Menzles & Co., Ltd., Leith.
. . Engines to supply
JJName not known
t
t
140
120
h8o
I bo
500
160
David Rowan & Co., Glasgow.
Set of twin-screw quad, expansion engines for Trieste, 12,000 tons ; set
of twin-screw quad, expansion engines for N.Z. Shipping Co., 7,000 ; set of
single-screw quad, expansion engines for Brocklebank & Co., 4,500 tons;
also several sets for Liverpool and Glasgow owners and others.
IRISH.
The Dublin Dockyard Co., Dublin.— One steel twin-screw Passenger
Steamer, 1,200 tons t;;ross. 1,500 I.H.P.
MacColl & Co., Ltd., Belfast.
Twin-Screw Engines . . i.4oo 185
t Triple.
•Compound. X% Compound Surface Condensing.
/ Compound Non-Condensing.
January, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
227
WORK ON HAND IN FOREIGN YARDS.
Name of Vessel.
St. Pierre
L'Afrique, trawler
Paul Lecat
FRENCH.
Baheux Freres, Boulogne-Sur-Mer.
Built of Owners.
G.T.
tnclu.
erect.
I.H.P.
170
700
G.T.
Regis.
75
480
Cle des Messagerles Marltlmes La Clotat.
steel Marseille —
The French Engineering and Shipbuilding Co., Dunliirk.
Five steamer^ ot about 11,000 tems.
Chantiers & Ateliers, Augustin Normand, Le Havre.
t Bouclxir — — 705dis —
£ Francis Gamier — — 745dis —
t Plutoii — — j65dis —
t Coastguard — — .'^7di3 —
Ste. Anon. Des Chantiers et Ateliers de St. Nataire (Penhoet), Chantiers de
Normandie.
One steam steel Packet and a steel Tug, one Torpedo-boat Destroyer and
sundry craft.
Ste. Anon, des Ateliers & Chantiers de Bretagne, Nantes.
I Fanloe Steel Lorient 4''S 550 i6,ooD
2 Torpedo-boat Destroyers ,, — o.ioea Sjoea iS.oooea
ENGINES.
SI. Anon, des Forges et Chantiers de la Mediterranee la Seyne, Toulon.
— 1 1 ,000
13,000
13,500
6,000
400
Builders.
I.H.P.
480
4 So
480
480
480
7,200
8,000
2,200
Name of Vessel.
• Marquise de l,ubersac, cargo-
boat Steel
• Charlotte, cargo-boat . . ,,
• .\rthur Capel, cargo-boat . . ,,
• .-Mice, cargo-boat ,
• Henri-Elisa, cargo-boat . . ,,
t Salta ,
Canada
t Hirondelle, yacht
J. & A. Niclausse, Paris.
/d Croiseur turc .. .. Chantiers .\nsaldo 12,500
t Courbet Arsenal de Lorient and Chan-
tiers de I'Atlantique . . 28,000
te Atlas Chantiers de Normandie and
Chantiers de r.\tlantique . . i,8oo
• Docks for hoisting sub-
marines Chantiers de la I,oire . . . . 400
• 3 Tugs for Military Ports Arsenal de Rochefort and
Mm. Decout lyacour . . 360
All to be fitted with Niclausse Boilers.
Press,
lbs.
128
128
128
I«8
128
t85
185
185
256
256
170
170
Aug.
BELGIAN.
Hamman, Ostend.
Name of Vessel. Built of Owners. G.T,
Regis.
Ala Grace deDieu, Dandy Ctr. — Blankenberyte 30
.\vance. Cutter — Ostend 30
Ste. Anon. John Cockerill, Hoboken.
tf Tug, 2 Screws and Sails . . Steel Congo —
• Stern Wheeler ,, —
3 Barges Silieria —
G.T.
inclu.
erect.
2 of 12.S
150
5,oooab
3,30oab
GERMAN.
Blohm & Voss, Hamburg.
G.T.
Name of Vessel. Built of Owners. G.T. inclu.
Regis. erect.
Moltke, li and J., 3 large cruisers for the German Navy.
General Steamer .... Steel Hamburg 7,Sooab —
Esslingen, Steamer ,, 3,3ooab —
Two Sailers ,, „ 3,iooea —
One Ship Oil-engine driven.
Cap Finisterre, Steamer . .. ,, Hamburg 16, 3ooab —
Ship, Oil-engine Driven .. ,, ,, 59ooab —
Helnrich Brandenburg, Hamburg.
2 Steam Tugs and 3 Steam I^aunches in hand.
Bremer Vulkan Schiffbau und Maschinentabrlk, Vegesack.
t Building Xos. 537, 53S,
Freight Steamers ....
* Fiirst Billow, do
t Santa Theresa
a Emir
t Komet, Tramp Steamer . .
t Yard No. 544, Freight Str.
Nos. .S.45. 546, 547,
548, Freight Strs.
,, No. 549
„ No, 550
; Yard Nos. 551 and 552,
Pass. & Freight . .
,, Mo. 55 3
,, No. n8. Freight
Gustav Fechter, Konlgsberg.
No. XiO, R.S. Kbnigin I,ui5e Steel Tilsit 200
No. 153 S.S „ 80
No. 154 S.S „ Konigsberg 50
•Compound. t Triple. a Quadruple.
/ Turbine. te Triple Expansion.
Bremen
4,940ea
Hamburg
7,iigo
,,
3,740
,,
75,50
Bremen
2,930
Hamburg
4,600
M &
Bremen
3,2 5oea
Hamburg
7,550
Bremen
3,383
Hamburg
5,iooea
,,
5,750
Bremerhaven —
3,350ea
3,700
r,300
3,000
1,350
2,700
i,50oea
3,000
1,500
3,20oea
3,000
1,600
230
20
150
Flensburger Schlffsbau Gesellschaft, Flensburg.
No. 306 . . . . Steam Steel Flensburg 4,900 — 2,800
,, 307 and 308 ,, „ Miilheim i,5ooea — 85oea
.'Adelaide & Sydney ,, ,, Hamburg 5,8goea — 4,oooea
No. 3ri „ ,, 4,400 — 2,500
,, 312 .... ,, ,, Flensburg 5,100 — 3,000
,, 3t3 .... ,, ,, Hamburg 4,000 — 3,200
,, 3t4 .... ,. ,, Flensburg 2,600 — 1,500
,, 315 .... ,, ,, Hamburg 5,890 — 4,000
J. G. HItiler, Lauenburg (Elbe).
m 6 Motor Boats Steel — — Total 74
2 Vessels — 7ooea — —
z Ferry Boat ,, — — — —
R. Holtz, Harburg (Elbe).
3 Vessels, Steam .. .. Steel .\broad 15s — 308
3 ,, Motor ,, 8 — 38eff.
4 ,, lyighters ., 114 — —
Howaldtswerke A-G., Kiel.
Helgoland and Ersatz Hagen Steel — — — —
t Cargo Steamer .\ustria — 1,42 sab 720
8 Pontoons , Helgoland — 539aggr. —
t Passenger Boat „ Kiel — 120 200
2 Pontoons „ ,, — 335aggr. —
2 Dump Barges ,, — 230 —
m Dump Barge ,, — 240 100
Passenger Boat , Wyk — 5oab 80
t Cargo Steamer Hamburg — t,200 800
J. W. Klawitter, Danzig.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis. erect.
No. 353, Cargo Steamer .- Steel Pontianak — 1,000 670
D. W. Kremer Sohn, Elmshorn.
5 Barges Comp. Hamburg 80 total
1 Lighter Steel Ausland 31 — —
• I Tug ,, ,, 24 — 80
Henry Kock Shipbuilding Yard, Lubeck.
t I,isboa and S.S. Nos. 206
and 207 Steel Oldenburg 1,950 — 1,050
Dock II ,, Wbeck 1,500 — —
Fried. Krupp Aktiengesellschaft Germaniawerft, Kiel-Gaarden.
t Dr. .\dolt Schmidt .. .. Steel Hamburg 3,650dis 1,000
t Juguy and Catamarca . . ,, Buenos
Aires 95oea — i8,oooea
/ G 192-197 , Kiel — — —
Ersatz Odin , ,, — — —
( Coin ,, 4.350 — 20,000
River Gunboat China 150 — 500
HI Mentor Kiel 75 — 600
m ,, (submersible) .. ,, Spezia — — —
C. Luhring, Brake, Oldenburg.
2 Schooners Steel Brake 320 total.
J. L. Meyer, Papenburg.
• Lightship, No. 254 . . . . Steel Emden — 600 200
No. 261 ,, — 170 —
• No. 264, Tug Wilhelms-
haven — 50 too
• 2 Steam Luggers Emden — idea looea
• No. 267, Steam Lugger . . ,, Gliickstadt — 168 100
Actien Gesellschaft " Neptun," Rostock, Mecklenburg.
• Cette Steel Hamburg 1,540 — 1,100
t S.S. 310 o,, Kdln Y.R. 1,100 — 2x275
t S.S. 311 ,, Hamburg 3.000 — 1,55°
t S.S. 312 ,. 3,000 — 1.550
• .S.S. 313 , Wismar 120 — 200
Nuscke & Co., Stettin.
• Nos. 216, 217 and 218 .. Steel Brunsbril-
telkvog i5oea — 25oea
t No. 219 , ., 630 — 375
Nos. 220 and 221 .. .. ,, Emden 54oea — —
Reiherstieg Schiffswerft und Maschinenfabrik, Hamburg.
a Lulu Bohlen, .Schooner .. Steel Hamburg 3,134 — i,45o
No. 433-442 ,, „ — — —
a No. 443, Schooner ,, 6,300 — 3,700
Rickmers Reismuhlen Rhederei & Schiffbau A. G., Bremerhaven.
t .\enne Rickmers and No. ibo,
2 Schooners Steel I'remerhaven 4,1 ooea — r,6ooea
Gebr. Sachsenberg, Rosslau (Elbe), and Deutz.
Strassburg — Hamburg 910 — 600
t Albatross — ,, 420 — 5oo
• Pass. & Freight Steamer . . — Kbln 2oodis — 300
t Deutschland — Salle a/s 71 — '40
• Hezzog Wittekind .... — ,, 127 — 300
• Steam Tug — Hamburg 425 — 650
F. Schichau, Elbing.
Gross tons, 59,371 ; I.H.P.. 164,^70.
Schiffswerfie und Maschinenfabrik (Vorm. Janssen and Schmilinsky)
A. G., Hamburg.
No. 518 Steel Hamburg 135 — 450
G. Seebeck Act. Ges., Bremerhaven.
• 2 Steam Trawlers .. .. Steel Cuxhaven — 2ioea 40oea
t No. 304, Cargo Steamer . . ,, Bremen — 1,050 650
• Roland, Tugboat . . . . „ Hamburg — 290 600
t 2 Cargo Steamers , Miilheim — i75oea S75ea
* Compound. t Triple. a Quadruple. m Motor. ( Turbine.
228
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 1911.
SlettI er Maschlnenbau-Actlen-Gesellschaft, *' Vulcan," Stettln-Bredow.
t 6 Torpedo-boats .. .. Steel Kiel — 55oea —
Floating Dock, No. 313 .. ,, Hamburg — — —
t S 314, I-'reight & Pass. St. „ ,, — 50,000 54,000
X Vulcan, Freight Steamer . . ,, Stettin — 870 400
a S. 316 — Hamburg — 4,600 2,500
Stettlner Oderwerke, Stettin.
3 pieces, totalling 1,865 gross tons I.H.P. 2,150.
Stocks & Kolbe, Kiel.
155 Steel Kiel — — —
t 168 ,, Emden — — 450
• 170, 171, 172 ,, Hamburg — — 65ea
m 177 •• .. >. Brasilien — — 45
178,179 „ Suez Canal -_ — _
H. C. Stulcken & Sohn, Hamburg.
• No. 384, Tow-boat , . Steel — — 41 170
No. 4og, Lightship . . ,, Hamburg — 327 —
Manrovia, Motor-boat .. ,, Abroad — 9 25
• 3 Steam Launches .... — — totalling 35 50
Joh. C. Tecklenborg Act. Ges., Geestemunde.
S.S. 238 Arstertrum .. .. Steel Bremen 5,300 — 2,700
S.S. 239 Fremantle , Hamburg 7,600 — 2,700
S.S. 240 ,, Bremen 5,900 — 2,700
S.S. 241 ,, Hamburg 5,700 — 2,700
S.S. 242 ,, Oldenburg 353 — 450
t Yard No. S.S. 243 . . . . Steel Hamburg 7,600 — —
Total gross reg. tonnage, 32,453, and 15,750 H.P.
J. H. N. Wjchhorst, Hamburg.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis. erect.
• S.S. 241 Steel Hamburg 25 — 60
• S.S. 242 ,, ,, 70 — 140
S.S. 243, Pontoon .... — „ 60 — —
• S.S. 244 — ,, go — 260
AUSTRIAN.
Marco M. Martlnollcs, Lussinpiccolo.
G.T.
Name of Vessel. Built of Owners. G.T. inclu.
Regis, erect.
* r57 Steel Ponte 200 —
Cantlere Navale Triestlno, Monfalcone.
a T.S.S. No. 20 Steel Trieste — i5,oooab
t S.S. No. 21 , ,, — 4,30oab
t S.S. No. 22 ,, ,, — 4ooab
t S.S. No. 23 „ ,, — 6,iooab
Austrian Lloyd's Co., Trieste.
t Abbazia Steel Trieste 3,900 —
a Wien and Helouan .... ,, ,, 7,i2oea —
Stabilimento Tecnico Trlestino, Trieste.
Zrinyi, Battleships .... — — i4,6oodis.
zBattleships ...... — — 2o,ooodis.
3 Lighters — — —
Screw Tug Boat .... — — —
Olympiade, Cargo Boat . . — — 1,020
r.H.p.
500
11,000
2,000
800
2,800
2,200
lo.oooea
20,000
2 5,oooea
150
370
N?me of Vessel.
• S.S. Mohacs
m S. Motorboat
HUNGARIAN.
Nicholson & Co., Budapest.
Built of
- . - . Steel
G.T.
Owners.
G.T.
inclu.
I.H.P.
Regis.
erect.
Mohacs
—
—
I-iO
Braila
—
—
200
THE NETHERLANDS.
The Arnhem Co., Arnhem.
10 Vessels, mostly Tugs, i sno tons disi^'laceim.iit, and 11 engines, totalling
2 000 I.H.P.
G. & H. Bodewes, Hoogezand.
G.T.
Name of Vessel. Built ol Owners. G.T. inclu. I.H.P.
Regis, erect.
t Tug — Holland — — 150
t Tug — Germany — — 300
Sailing Vessel — ,, 120 — —
Sea Lighter — ,, 650 — —
Wed. C. Boele & Son, Sllkkeveer by Rotterdam.
One Lighter and one Tug.
Bonn & Mees, Rotterdam.
• Steam Ferryboat . . . . Steel Rotterdam 500 — 600
t Palenbang ,, „ 7,000 — 3,400
Gebr Boot Liederdorp Yards " De Hoop" and " De Waard."
2 Tugs — —
4 Motor Boats — — — —
10 Sailing Luggers . . . . — Dutch — — —
3 Lug ers, .\.otor . . . . — Belgium — — —
I Cutter — — — — —
Friesche Scheepsbouw Maats., Ylst, near Sneek.
3 Vessels totalling 120 gross tons register.
* Compound, a Quadruple, f Triple, m Motor, t Turbine.
J High Pressxire.
D. Goedkoop, Jr., Kromhout Motor Works. Amsterdam.
Twin-screw Oil Engine for
Custom House duties . . Steel Hellevoets
lius — — ISO
Oil Eng. Pilot Boat.. .. ,, Soerabaia .. ■— 100
,, Hospital Vessel.. ,, Amsterdam — — 100
4 other vessels, totalling 76 I.H.P., and 89 Kromhout oil engines of varying
De Groot & Looy^n, Gorlnchem.
Hopper Barges, Nos 83&84 Iron Holland 425ea — —
'* Hubertina " Works. Ltd., Veerpolder, Haarlem.
• 2 Tugs Steel — — ~ 141 280
No. 64, Dumb Hopper .. — — — 520 —
No. 67, Motor Barge . . — — — 325 —
7 Barges — — — 738 —
Gebr. Jonker, Alblasserdam.
2 Hopper Barges
Maatschapplj voor Scheeps-en-Werktiugbouw " Fijenoord," Rotterdam.
t Tjimanoek Steel Batavia 6,500 — 2,800
Steam Tug ,, „ — —
Dredging Boat Rotterdam — — —
B. A. Mlttendorff, Avereest, Dedemsvaart.
3 Vessel Steel — ^Hs — —
Nederlandsche Scheepsbouw-Maatschappli, Amsterdam.
a Koningin der Nederlanden Steel .-Vmsterdam 8,400 — 5,500
Floating Dock ,, 12,000 lifting power.
J. J. Pattje & Son, Waterhulzen, near Gronlngen.
One Steel Schooner and one Motor Vessel.
The Rotterdam Dry Dock Co., Rotterdam.
t Kembangan Steel Amsterdam 8,000 — 4,500
Scheepswerf Vorheen Jan Smit C^., Alblasserdam, Holland.
G.T.
Name of Vessel. Built of Owners.
I Lighter
1 Hopper Barge
2 Pontoons . .
I Motor Boat
I Cargo Steamer. .
I Cargo Steamer . .
The Royal "Schelde
m Nos. 133 and 13S
wNos. 133 and 138, Submarines
G.T.
Regis,
— Sliedrecht
— Rotterdam
— Utrecht
— Rotterdam
inclu,
erect.
1,700
330
1,700
2,100
I.H.P.
1,100
Z200
Shipbuilding & Engineering Co., Flushing, Holland.
445ea
2,000
Sooea
8,oooea
2,600
3,500
Dutch
Govt. i47ea
m No. 142 Submarine .... — „ 350
t Zwaluwand Albatros .. Comp. „ 8ioea
t Nos. 140 and 141 Destroyers — ,, 467ea
t Oranje Nassau, Mail . . . . — Amsterdam 3,250
No. 143 — Rotterdam 6,800
E. J. SmIt & Zoon, Hoogezand.
Several Tub Boats, Crude Oil Motors and Superheaters for stationary
and marine plants.
J. & K. Smits, Scheepswerven, Kinderdijk.
t Beverwijk, Barge unloading
*^ " Beverwijk
Doesburg
Rotterdam
Kiel
Dredger
* No. 634, River Cargo Steamer
m No. 635, do.
• No. 636, Service Steamer
t No. 637, Suction Hopper
Dredger
t No. 638, River Cargo Steamer
— Antwerp
Firma A. F. Smulders, Yard Gusto, Schiedam, nr. Rotterdam.
• No. 344., Suction Dredger
• 2 Floating Cranes
t*No. 413, Suction l.^redger
• 2 Bucket Dredgers . .
t No. 416, Tug
t No. 419, Suction Dredger
W. F.
1 Passenger Steamer . .
2 Motor vessels
Stoei &
. steel
Zoon,
■ilo
—
1,100
no
100
15
—
90
90
55
520
coo
—
400
150
nr.
Rotterdam.
—
300
i.iooea
450
2ioea
530
470
160
1,600
1300
350
500
2,000
65
1^7
—
100
148
Van Vliet & Co., Hardlnxveld.
Vessels totalling 2,000 tons building.
A. Vuljk & Zonen, Capelle a.d. Yssel.
2 Herring Luggers for the Netherlands, i Cargo Boat for the U.K., 1 Lighter
tor Germany.
Conrad Werf, Ltd., Haarlem.
Dredger .. .. — Zongouldak 125 —
■ Barges.
40
50 —
760 —
Rotterdam.
2 5oea 32oea
650 900
2 5oea
330
t Simson, Suction Dredger . . — Germanv
Wilton Engineering & Slipway Co.
• Sampi and Koemai . . Steel Batavia
• S.S. 230 Rotterdam
ENGINES.
Alblasserdamsche Machinefabrlk, Alblasserdam.
Name of Vessel. Builders. I.H.P. Press.
t6oo lbs.
J JWagenveerboot . . Bonn & Mees X^40 180
• William Egan and
Co., 33 to 38 .. Jonker & Stans 3ioea i65ea
t Beverwyk VII. .. J. & K. Smit — 180
f Cornelia &Virginie (Old Ships) igoea i8oea
Unknown . . . . Wed. C. Boele & Zoon 260 180
12 small engines . (No Ships) 360 165
Antwerp Engineering Company, Hoboken.
I set of Triples, 1,800 I.H.P., 3 sets of Triples 500 I.H.P., 7 set of Triples
800 I.H.P., all by North-Eastern Marine Engineering Co., for vessels build-
ing by the Antwerp Engineering Co.
m Motor. * Compound. t Triple. f* Triple Compound.
a Quadruple, tj Compound Surface Condensing
January, 1911. THE MARINE ENGINEER AND jJ^AVAL ARCHITECT^
229
Machinefabrik Kinderdljk, Klmlerdijk.
• Number Six.. .. T. & R. Sinifs Schcepswerven
• Hollandschdiep .. ' ,, .1 1. ■■ -.
450
250
4 so
120
120
135
180
The Netherlands Engineering Co., Amsterdam.
a Konin^en der
Xede lander . . Nederl. Scheepsbouw Mi 7,000
+ Mine Laver . . . . Naval Yard 800
^ ^_ ' ^ ,, 80D
The Royal" Schelde " Shipbuilding & Engineering Co., Flushing,
t Zwaluw tt .\lbatri>-s Koii. M.i.it. tie Schcldi-, I'liishing. . Sooea
t Nos. 140 and 141 ., ,, „ •• 8,oooea
t Oranje Nawau .. ,, ,,• ,, •. 2,600
t No. 143 .. .. ,, ,, „ •■ 3,."ioo
t Palembang . . . . Bonn & Mees, Rotterdam . . 3, 500
Lohms & Co., Rotterdam.
5 engines, I.H.P. 800, and 7 boilers.
iGebrs. Stork & Co., Ovenzsel, Hengelo.
Engines for a Suction Dredger and
t z engines of soo H.P. each , . . . 1,000
t I engine of 2oo H.P. ^00
NORWEGIAN.
Christiansand Mekanlska Voerksted, Christiansand,
200
220
220
iSoea
263ea
180
200
200
Name of Vessel
t No. 138 .. ..
Built of Owners.
r,.T.
G.T. indu.
Regis, erect.
— 160
Steel Skien —
Framnoes Mekaniske Voerksted, Sandefjord,
[.H.P.
230
G.T
inclu.
erect.
Name of Vessel Built of Owners. G.T.
Regis.
t Whaler Steel Sandefjord abi86 —
t 2 Whalers ,, M^ea —
Steel Floating Dock of 5,000 tons lifting capacil\ .
Fredrikstad Mek. Vmrksted, Fredrikstad.
t No. 146 Steel Tonsberg — 1,200
Lanevags Maskin & Jernsblbsbyggeri, Bergen.
t 2 Steamers Steel Bergen — i,i25ea
t No. 103 „ — 950
t No. 104 , Stokmarknes — 1,040
To be engincd by the Company.
Nylands Voerksted, Chrlstiania.
steel Nijafjord — abr,540ea
Iceland — 135
Christiania — 1,700
t 2 Cargo Steamers
t No. 212, Whaler
t No. 213
Porsgrunds Mek. Verksted, Porsgrund.
t Passenger Steamer . . . . Steel Skien — ab32o
* Tugboat Drammen — ab2 3
t Whaleboat Larvik — 16'.
Pusnaes Stoberi & Mek. Verksted, Arenda
2 Hopper Barges . . Steel Skien —
X Barge ., ,, —
Trondhjems Mek. Voerksted, Trondhjem.
t Nos. 144 and 146 .. .. Steel Trondhjem iiooea
t No. 145 „ ".400
• No. 147 , ,, 7.';
t No. r48 „ 1,100
500
32oea
65oea
650
450
i,50oea
425
900
450
roo
450
6oea
200
Sooea
900
200
600
SWEDISH.
Beresunds Meckanlska Verstads Aktiebolag, Stockholm.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
r Vessel Steel Russia Sooab — 650
Eriksbergs Mak. Werksted Aktiebolag, Gothenburg.
• No. 154, Tug Stul — _ — 100
Goleborgs Nya Verkstads Aktiebolag, Gothenburg.
( Hugin Destroyer .... — — 35odis — 8,000
m Abisko, Passenger .... — — — — 30
Lindholmens Werkstads Aktiebolag, Gothenburg.
No. 407. To be launched in 191 1.
DANISH.
H. V. Buhl & Co., Frederiksha>n.
Name of Vessel.
Built of Owners.
G.T.
G.T. inclu. I.H.P.
Regis, erect.
Steel Natal 150 — 90B.H.P.
Oak Trieste gea — eai6B.H.P.
No. 125, Trawler
Nos. 130, 131 and 132
Aktieselskabet Burmeister & Wain, Copenhagen.
Two Torpedo Vessels . . . . Steel Copenhagen — — 4,oooea
0 No. 277 — I.025 — 700
t Nos. 27S and 27y ,, Norway ijzo'id — r,40oea
t Nos. 280 and 2.H1 ,, Denmark i,550ca — l,050ea
Copenhagen Floating Dock & Shipworks, Ltd., Copenhagen.
Two vessels. Schooners — Russian — alJi,^=ioea 730
ENGIIiES.
Akteiselskabet Burmeister &lWain, Overgade, Copenhagen
Name ot Vessel. Builders. I.H.P. Press.
lbs.
o No. 276 — — — 3,000 —
t Triple. •Compound. t Turbine.
a Quadmple.
m Motor.
oOil.
RUSSIAN
80C. Anon. Chantlers Navals Ateliers et Foundiers delNicolaieff, NIcolaioR.
i;.T.
Built of Owners. G.T. iuchi. I.H.P.
Regis. erect.
Steel Particulars cannot be published.
600 1,100
940 400
no 250
Name of Vessel.
No. 85 Submarine
m No. 88, Revenue Cruiser
• No. 89, Bucket Dredger
• No. 90, Paddle Steamer
m Motor I.annch
* Launches
Black Sea
Archangel —
"River Dniepre —
Societe Bellino Fenderlch, Odessa.
. . . . steel — —
o 2 Oil Tankers
o River Paddle Wheel Pass.
Ship
0 River Screw Pass. Ship
0 3 Paddle Wheel Tugs
0 4 Dredgers
Sihie, Kolomna.
Steel —
I2dis 24
f)6dis 78
— 1,000
— 1,500
— 600
FINNISH.
Mask! nfabri ken " Alfa " Hclsingfors, Finland.
Name of Vessel.
Alfa IV., Motorboat
8 Motor boats
G.T.
G.T. inclu.
Regis, erect.
:vlahngany Helsingfors — —
Built of Owners.
ITALIAN.
Gio. Ansaldo Armstrong & Co.
Name of Vessel. Built of Owners.
Turkey
Sestri Ponente.
G.T.
G.T. inclu.
Regis.
2,900
571
588
11,000
I.H.P.
erect.
12,500
1,100
1,850
24,000
r82
128
t Protect. Cruiser Steel
t Eridano Cistern .. .. ,,
t Citano Tugboat
t Guilio Cesare battleship ,,
t Several Torpedo boats . . — — —
Engined by the same firm.
Amerigo Gori, Leghorn.
Maria, Schooner . . . . Wood Viareggio —
Olga, Schooner ,, ,, —
Cantlere Navale Fortunato Menetto, Chioggia.
Steel Schooner of 320 tons burden, with an auxiliary petroleum 40-H.P.
motor and a motor of 8-H.P. will be set up to work the winches.
Cantiere Navale di Mugglano, Spezia.
I Cargo Boat, about 5,500 gross tons register.
Officine & Cantieri Napoletani C. & T. T., Pattison, Naples.— (6 Destroyers
and ti2 Torpedo Boats and machinery for Royal Italian Navy.
Societa Esercizio BacinI, Genoa.
Vessel No. 49 Steel — — 400 —
SPANISH.
Compania Euskalduna de Construccion y Reparacion de Buques, Bllboa.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect.
t Upo-Mendi, Turret Schooner — Bilbao — 3,900 330
H,
PORTUGUESE.
Parry & Son, Lisbon.
One Barge still in construction, one boiler r2 ft. 6 in. dia. by 12 ft. ; 3
corrugated furnaces for Portuguese Government, 2 small paddle steamers
river service and machinery, 2 small compound engines for screw launches.
AMERICAN.
The American Car & Foundry Co., Wilmington, Del.
Name of Vessel.
Lighter, Storm King
4 Car Floats
Built of
. Wood
G.T
Regis.
1,200
700 ea
Maine.
G.T.
inclu.
erect.
I.H.P.
600
The Bath Iron Works, Bath
2 Torpedo-boat Destroyers — U.S. Gvt. 742dis(trial)ea t2,oooea
Passenger Steamer . . — probably
Portland est.725 — 2,200
The Bath Marine & Construction Co., Bath, Maine.
55 ft. by 13 ft. Raised-deck
Cruiser for N.Y. firm . . Wood — — — 25
One .\uto Express Boat, i 5-H.P., and about a dozen smaller boats of
different sizes.
F. S. Bowker & Son, Phippsburg, Maine.
A schooner will be sUrted on next April.
Chicago Shipbuilding Co., South Chicago.
Repair work on hand.
W. Cramp & Sons, Beach and Ball, Philadelphia.
/ Patterson, T.B.D Steel U.S.A. — — i2,oooea
/ Battleship Wyoming . ■ ,, ,. — — 28,000
4 Car Floats ,, ,, —
111 I Oil Barge — — — 300
J. H. Dialogue, Camden, New Jersey.
• No. 438 Tug, Building . . Steel Florida abigo — 400
• No. 442 , Philadelphia 100 — 350
No. 443 Yacht New York 200 — 800
t Triple.
/ Turbine. * Compound. m Motor.
oOU.
230
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, 191 i.
Dubugue Boat and Boiler WorKs, Dubugue, Iowa.
Three Steel Tow Boats for U.,S. Engineering Co., Kansas City, No. i close
compound 13 in. x 60 x 26 in, x 60 in.
J. S. Ellis & Sons, Tottenvllle, Staten Island.
A Tug Boat 97 ft. over.ill. 21 ft. heam, ro.l ft. hold for the Dalzell line.
New York City, and a tuj boat for the Hudson Towboat Co.. of Hoboken,
NT T 7sft bv 18 ft. by 8 ft. and a passenger and tow boat for the Westerly
TOTVboat Co., of Westerly, R.S. 75 ft. by 18 ft. by 7 ft. These boats will
all be delivered in the spring. .Some small boat work is also on hand.
The Fore River Shipbuilding Co., Quincy, Mass.
Battleship, .\rgentinc Navy Slicl — - — —
2 Car Floats ^.^''V ?[''.. ~ ^ ~~
Freight & Pass. Steamer .. „ New Bedford — —
Suction Dredger, New Orleans ,, New Orleans — — 2,500
Crest, Trawler „ Boston — — 450
2 Submarines (Holland) Skip-
jack and Sturgeon .. ,, — — —
Gas Engine Power Co., Morris Heights, New York.
., Vessels Wood N.Y. iSoaggr. — 675aggr.
1 Vessel i^'eel „ 200 ~ 4,500
Small I.aunches aggr Wood „ 60 — 500
Maryland Steel Co., Sparrows Point, Maryland.
/ Neptune ^'<?cl 1"*"° ^ 10,000 7,000
The Moran Co., Seattle, Washington.
3 Submarine Torpedo Boats for U.S. Government.
Moore & Scott Iron Works, San Francisco.
Transport Thomas. Dimensions. 450 ft. by 50 It. by 30 ft. To furnish
new steel spar deck, largest jol> of the kind ever undertake 1 on the
Pacific Coast.
Newport News Shipbuilding Co., Newport News, Va.
G.T.
Name of Vessel. Built of Owners. G.T, inclu. I.H.P.
Seal and Tuna, Submarines Regis. erect.
l,ake Type, U.S. Navy _ _ _ _ —
2 Torpedo Boats for U.S.
Navy ^ _ .
tW F Herrin, Oil Tanker.. — San Francisco — 4,940 2,000
t Corozal & Montoso, Freight — New York — 3,200ea i,5ooea
The New York Shipbuilding Co., Camden, New Jersey.
/ .\rkansas. Battleship . . Steel U.S.A. ~ 26,ooodiS32,ooo
( Battleship, 2 masts , .Argentine — 27,620 45,000
t Suwannee & .Somerset, Cargo
and Passenger Baltimore — 3,5ooea 2,55oea
•> Car Floats New York i.oooea i.oooea —
Perth Amboy Dry rock Co., Perth Amboy, N.J.
One Steam Derrick I,ii;hler (wood). Capacity n( derrick. ;5 tons.
Staten Island Shipbuilding Co., Port Richmond, N.Y.
• Ferryboat 532 — N.J — 1,400 —
Yacht No. 535, Schooner — N.Y. — 1,600 —
Tug 540 — „ — 200 —
Southern Pacific Railway, Oakland, Cal.
* Thoroughfare, Side Wheel
Team Ferry Steamer . . Wood .San Francisco — 2,662 1,340
Arthur D. Story, Essex, Mass.
Just commencing a Schooner al,out iis tons, also a steam vessel about
300 tons.
The Union Iron Works, San Francisco.
g San Pedro. Side Wheel Fea-
thering Paddle .. .. Steel — abi.Soogross — 2,000
4 Submarines for U.S. Navy.
ENGINES.
The Manistee Iron Works Co., Manistee, Mich.
Name of Vessel. Bnildcrs. I,H,I'. Press.
lbs.
Maggie Marshall . . Old Boat, Scotch Boiler 140
P.M. No. 3 .... Passenger Boat, 2 Boilers 140
Steamer Dewar .. .. Passenger Boat, i Firebox Boiler .. 140
CANADIAN.
G. T. Davie & Sons, Quebec.
Plans in hand for two freight and (lassenger steamers.
Joseph McGill, Shelburne, N.S.
Wooden Schooner, So tons, for Xewlouudland. to launch Feb, rst., igll
Poison Iron Works, Toronto.
96 ft. Passenger and Freight Steamer.
Smith & Rhuland, Lunenburg.
One Schooner (wood) in course of construction of about 100 tons, and
contracts for two to be launched early in spring, and for construction
during ne.xt summer.
AUSTRALIAN.
Morrisoi & Sinclair, Balmain, N.S. Wales. — .\ h.irbimr lighter to be
launched 19th Nov., 1910 : .1 terry steamer and another harbour lighter.
Wright & McLaren, Tuncurry. G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
• Wooden Steamer, schooner Regis. erect.
rig, length 146 ft — Sydney 2foab — 200
ENGINES.
Morts Dock and Engineering Co., Ltd., Sydney.
Name of Vessel. Builders, I.H.P. Press.
lbs.
t Set of Engines for Ferry Steamer 680 r8o
• Set of Engines for Coastal Steamer 200 .120
* Compound. t Triple. 5 Compound Diagonal.
h Duplex Tandem Compound. / Turbine.
JAPANESE.
The Kaimu Sho (Local Marine Bureaui, Tokyo.
G.T.
Name of Vessel. Built of Owners, G.T. inclu, 1,11,1'.
Regis. erect.
• Tazuru Mam, No. i . . . . Wood Tokyo — ab5o —
• ShichitoMaru, No, 2, Schooner ,, ,, — ab40 —
Mitsu BishI Dockyard and Engine Works, Nagaaski.
r No. 202, 2 masts , , Steel Osaka — 6,000 3,900
< No. 203, 2 masls Tokyo - 13,700 16,850
/ No. 20a, Cruiser . . — Japanese — — —
I No, 209, Destroyer .... — ,, — —
t No. 210, r mast .. .. Steel Nagasaka — 215 400
t No. 211, I mast .. .. • „ ,, — 189 400
Nos. 212, 213 and 214 .. ,, — — 24ea
No. 2r5 Gunboat .. .. — Chinese — — —
The OakI Shipyard, Tokyo.
• Schooner Wood Tokyo abi.ooo ab6oo 680
The Osaka Iron Works, Osaka.
t 8 Steam Trawlers . . Steel Unknown — 205ea 4roea
t Cargo Steamer ,. ,, — 1,050 500
The Uraga Dock Co., Uraga.
r 800-ton Bucket Dredger .. Steel Shimonosiki — 1,250 1,000
t Ferrv Boat ,, Tokyo — 220 300
t Tugboat Shimonosiki — 250 430
• Icebreaker . . ,, Ujina ~- 65 200
CHINESE.
The Vulcan Iron Works, Ltd., Shanghai. G.T,
Name of Vessel, Built of Owners, G.T. inclu. I.H.P.
Regis. erect.
HI No. 113 Cedar — — — roB.H.P.
m No. 115 Steel — — — roo „
m No. 116 Teak — — — 30 „
mNo. 118 Steil — — — 15 ..
The Yangtse Engineering Works, Ltd., Hankow.
Name of Vessel. Built of Owners. G.T. inclu, I,H.P.
Regis, erect.
• Twin-screw Tugs Steel — 130 — J 50
• Twin-screw Tugs ,, — 130 — 450
Lighters ,. — 70o — —
• Screw Tug — — — 5oo
10 Lighters — 29oea — —
HONG-KONG.
The Taikoo Dockyard and Engineering Co. of Hong-Kong, Ltd^, Hong-Kong.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
Regis, erect,
t Harbour Vessel I iq ., .. Steel — app37o — 75o
STRAITS SETTLEMfcNTS.
Riley, Hargreaves & Co., Ltd., Singapore.
G.T.
Name of Vessel. Built of Owners. G.T. indu. I.H.P.
Regis. erect.
/ No. 266 Wood Batavia — — no
tJNo. 267 „ ,, — — "o
No. 268 „ ,, — — —
ttNo. 269 ,, — — — 100
UNO. 270 „ — — — '-to
ttNo. 271 Dutch — — 53
The Tanjong Pagar Dock Board, Singapore.
• Twin-screw Train Ferry
Steamer Steel Singapore — i75 35o
• Launch Wood ,, — .25 55
• Cargo Steamer Steel Dutch — I35 'oo
• Tug Wood Singapore — 50 250
• Yacht Steel Kedak — 60 200
To be engined by the Tanjong Pagar Dock Doard.
ENGINES.
The Tanjong Pagar Dock Board, Singapore.
Name of Vessel Builders. I.H.P. Press
lt>s.
• Stock .. T. P. D. B 25° 135
•Compound. t Triple. tt Compound Surface Condensing.
/ Compoimd Non-Condensing. m Motor. r Twin Triple.
Glasgow Technical College Scientific Society. —
At a meeting of this body, held in the College on Dec. loth,
Mr. George Ness presiding, Mr. John S. Glen Primrose read
a paper on " Metallography as an aid to tht Engineer."
Describing first the methods of operation in the micro-
photography of metals and the various methods of illumina-
tion of the' objects, the author showed later the effects of
various substances added to irons, and showed the change
of structure of steel with different amounts of carbon. The
effect of the treatment of the materials was referred to, and
a series of interesting lantern slides and actual micrographs
were exhibited on the screen to show such faults as slag
inclusion, etc., wliich accounted for the failure of various
structures.
Suitable Presents are technical books, which may be
obtained from the Publisher of this paper on receipt of cash
with order.
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT^
231
BOOKS AND CATALOGUES RECEIVED.
Official Year Book of the Scientific and Learned Societies of
Great Britain and Ireland, 1910 (27th annual issue). Published
by Charles GriHin & Co , Ltd., London
Les FlOlteS de Combat en 1911. Commandant de Balincourt.
Pans, Librairie Militaire Herger-Leveault & Co.
Vessels of Various Types, by James Pollock & Sons, Ltd.,
3, Lloyds Aveuue, London. E.
The United Stit.'s Metallic Paclcing Co., Ltd., Bradford,
have sent us a copy of their calendar for igii, embossed
thereon with a representation of Paul and Virginia. The
calendar is quite a work of art.
Worshipful Company of Shipwrights. — The Educa-
tional Trust Fund Committee of this company, which was
formed some few years ago during the mastership of Sir
William H. WTiite, K.C.B., F.R.S., for the purpose of promoting
the study of naval architecture, has annually granted to
various institutions throughout the United Kingdom sums
of money to be distributed by them to deserving students
in their classes for naval architecture. These young men
are thus enabled to purchase books and prizes winch will
assist their further studies. At the recent meeting of the
committee awards were granted for the year to the following ;
The Armstrong College, Newcastle-on-Tyne ; the London
County Council School of Engineering, Poplar ; the Ports-
mouth Education Committee, the Devonport Education
Authority, the Dumbarton School of Science and Art, the
Sunderland Technical College, the Wallsend Technical
classes, the Chatham Education Committee, the Sheerness
Education Committee, the Belfast Municipal Institute, the
Glasgow and West of Scotland Technical Institute, and the
Clydebank Technical Institute. During the year the com-
mittee have also been able to grant scholarships to students
at the Royal Naval College at Greenwich and at the Glasgow
University, the funds for which have been placed at its dis-
posal by the Fishmongers and the Skinners Companies.
North-East Coast Ports. — Some of the comparatively
little known sea-ports on the east coast of Scotland have been
gradually coming into prominence recently, due to increasing
trade, and the authorities are showing themselves alive to
the developments by meeting the situation and arranging
for extensions of quays, harbours and docks. It is sometimes
rather later than earlier that the awakening comes, and then
procrastination is responsible for the lack of natural progress
when the rising tide of trade flows in without the preparations
to take advantage of it. Our visits to Anstruther have been
made more with a view to sweet sojourns from the stress of
business rather than to ponder over the possibilities of harbour
improvements, but there is no doubt that the proposals being
made by the authorities to deepen and improve the harbour
ought to be carried into effect, and we wish them all success
in their negotiations for the necessary capital to carry a good,
well-considered and extended plan into effect. The imme-
diate object of the harbour improvement is to serve for
the fishing fleets, but beyond that the coastal and other
sea traffickers might be encouraged to make Anstruther a
place of call. Further south, Methil as a coal shipping port
has been advancing rapidly in its shipments, these now
averaging about 55,000 tons of coal per week. Our early
recollections of the neighbourhood contrast vividly with the
present reaUties from a pleasing, peacefulness to coal dust
and bustling activity. Stonehaven, too, has been moving
ahead, and has obtained a grant to admit of harbour im-
provement and extension of breakwater to give more ade-
quate protection and berthing faciUties. Aberdeen, too,
has shown advances in several of the industries connected
with the sea and the concessions on the eve of being granted,
it is hoped, by the Portuguese will remove some restrictions
which will be an advantage to many of the east coast fishing
boats, whose venturesome souls cruise so far from home
waters. Dundee, with its well-known features and various
interests, its own special trades, its shipbuilding and ship-
owning, has found it necessary to set about dry dock im-
provements to cope with work on the most modern lines, and
while the Harbour Board is about it, the subject should be
thoroughly dealt with on the presumption that expedition
and faciUties given towards the carrying out of work required
by customers will increase the harvest derived from dues.
A Marine Enamel. — We have received a pamphlet from
Messrs. Duggan, Neal & McColm, Ltd., of Millwall, London,
E., descriptive of their " Dodo " enamel and flatting. The
enamel is an air-drying compound having distinct advantages
over paint. It is said to be more durable, is applied quite
as easily and does for itself that which a painter has to do
for paint, namely, flows in any position to a perfectly flat
even surface, providing the work is properly covered. When
dry the surface obtained is equal to the best coach work if
the under coat has been properly rubbed down to a good
surface. The " Dodo " marine enamel is specially manu-
factured for use on board ship and in all places subject
to the deteriorating effects of sea air and salt water. It
Jias a high covering power, as one gallon will cover 70 to 80
square yards for one coat.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
(From our Own Correspondent.)
'T^'HE lock-out of the iron-working section of artizans in
1
all federated yards, after lasting fifteen weeks, as from
September 2nd, came to a termination on December
15th, when the notices were withdrawn and the gates opened
to the workmen. Some days were occupied in getting matters
into trim before anything like the full strength of the work-
ing staffs could be re-engaged, but by the 20th all the Clyde
yards were again in full swing. The resumption of work, so
far as the Clyde is concerned, was accompanied by very con-
solatory if not compensating circumstances, viz., the placing
of two fresh contracts whose importance — even for the
Clyde — has seldom been equalled. Messrs. John Brown
and Co., Ltd., Clydebank, were commissioned by the Cunnrd
Co. to begin the construction of a new Atlantic liner of un-
paralleled dimensions and luxuriousness of outfit ; and the
Scott Shipbuilding and Engineering Co., Ltd., Greenock,
were entrusted by the British Admiralty with the building
and engining of an improved " Dreadnought" battleship which,
like the Cunarder, exceeds everything of its class yet under-
taken. With these two items alone — not to speak of the
accumulated contracts of the period of stoppage — the wheels
of industry on and around Clydeside are again briskly re-
volving, and to all appearances the settlement of labour
difficulties arrived at will enable the wheels to revolve un-
ceasingly for a long period.
Messrs. John Brown & Co. have, in anticipation of the
Cunard commission, been clearing away existing structures
in their works to enable a building berth of greater length
to be laid down than existing, and by redisposition, to take
more advantage of the available width of water for " launch-
ing run " at this part of the Clyde. The firm have also
offered to the Clyde Trustees, and the ofter has been accepted,
to contribute ;£io,ooo towards the cost of the early completion
of the scheme of river widening on the south side of the river,
below the mouth of the Cart and adjoining and immediately
opposite the Clydebank yard for the whole length of Newshot
Isle, which ground has long been acquired by the Trustees
for that purpose. There is every likelihood that this import-
ant scheme of improvement will now be vigorously proceeded
with, and that by the time the great Cunarder has to be sent
off the stocks, the water area in the region of Messrs. Brown's
establishment will be thoroughly ample and satisfactory.
The exact length to be adopted for the new vessel is still the
subject of discussion between the Cunard Co. and Messrs.
John Brown & Co., Ltd., and a great many matters of detail
of considerable importance have still to be arranged between
them. But from the figures at present available, it appears
that the ship will be about 885 i ft. in length, 95 J ft. in total
breadth, will have 50,000 tons displacement, and 40.000
tons gross measurement. Her coal capacity will be 6500
tons and her speed will be 2^ knots.
Messrs. The Scott Shipbuilding and Engineering Co., to
whom the Admiralty have entrusted the production of the
new battleship, which is to be considerably heavier and to
some extent larger than the battleship Colossus, which the
same firm is now completing in their tidal basin, is at present
one of the busiest firms on the Clyde. Apart from the
232
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
Colossus, the battleship just ordered, and the submarine
depot-ship referred to, they have under construction five
large liners for the mercantile navy. These include three
steamers for the Holt Line, one for the Booth Line, and one
for the Donaldson Line, recently placed. .\11 these vessels
are of high-class character, elaborately fitted, and thus
affording work for aU branches of shipyard artizans. Many
other of the largest Clyde shipyards have quite a record
amount of new shipping to complete and start upon, among
whom may be named the Fairfield Co., A. Stephen & Sons,
D. & W. Henderson, Barclay, Curie & Co., Simons & Co.,
Wm. Hamilton & Co., Russell & Co., and Caird & Co. ; alto-
gether, the amount of fresh tonnage placed with Clyde
builders since the stoppage of work on September 2nd is
— on a safe computation — httle short of 250,000 tons, about
45,000 tons of which consist of war.slrip work.
Coming now to speak of the year's output, it is not possible
at the time of writing to give accurate figures, as full returns
are not yet available, although as regards this the elaborate
statistics given elsewhere in these pages may safely be con-
sulted. It is also certain that in consequence of the lock-
out, a very large amount of tonnage which should have been
included in this year's returns will be thrown into ne.xt
year's. During September, October and November —
with the lock-out obtaining all through — the output reached
about 70,000 tons, only 2,000 of which were contributed by
November — the lowest monthly output for tliirty years.
The total output for the eleven months consisted of 250 vessels
of 366,000 tons, as compared with 202 vessels of 357,530 tons
for the like period last year, and 523,600 tons for the same
period in the record year of 1907, when the output for the
whole twelve months reached 620,000 tons. The present
year's output will probably not reach any higher a figure
than the 403,000 tons total of last year ; but much will
depend on what shipbuilders are able to accomplish m the
way of launches during the two weeks which still remain of
1910. The workmen themselves have certainly every in-
centive to swell the output to the highest figure possible.
As regards the work accomplished during the year by
individual firms, and the items of greatest note contributing
to the year's productions, a few general statements are here
given ; but for more detailed particulars the reader may
again be referred to the statistical information on other
pages.
Messrs. Russell & Co., Port Glasgow, who — if not actually
at the " top of the poll," are usually found occupying a position
near the top — are again on this occasion the premier firm
as regards volume of tonnage, their output being in the
neighbourhood of 66,500 tons. Second place on the list
will be taken by any of three firms — Messrs. Stephen & Sons,
Linthouse, Messrs. Chas. Connell & Co.. and Messrs. Barclay,
Curie & Co., Whiteinch — each of whose output lies within
the range of the two figures of 30,000 and 34,000 tons. One
or other of these firms may, witliin the period between the
time of writing and the last day of the year, launch one
vessel which, seeing the average tonnage of the individual
productions of the firms in question is about 6000 tons, may
make all the difference between second, third or fourth place
on the year's record.
It is very doubtful, however, whether " pride of place "
takes this form in the case of any Clyde firm at any annual
reckoning, and this is accentuated m the present instance
by the exigencies of constructional progress when the lock-out
was suddenly declared. Tonnage measurement and money
value per ton are widely divergent terms in shipbuilding
work anywhere, but particularly so on the Clyde, where
variety and speciaUsation so largely obtain. Naval work
generally — whether in the form of battleship, cruiser, or
torpedo-boat destroyer — is a section of the year's work on
the Clyde, the importance of which is certainly not measured
nor even indicated by tonnage statistics. The same is true
of the elaborately fitted ocean, channel and river passenger
steamers, the small but powerful tugs, and the store-house
embodiments of engineering in the shape of dredgers which
this year, as in previous years, have formed an essential part
of the Clydeside output.
Naval Work — the great bulk of which is for the British
.Admiralty, the remainder being for the Brazilian Navy —
formed no inconsiderable portion of the year's productions.
Altogether about 44,000 tons (displacement) of naval work
were sent off the stocks and for most part brought to com-
pletion. Embraced in this were a battleship— the Colossus —
of 20,250 tons, two second-class cruisers, each of about
5.000 tons, and as many as twelve torpedo-boat destroyers,
ranging from 800 to 970 tons displacement. In addition,
tliere were two destroyers, each of 560 tons displacement,
for the Brazilian Navy, launched and completed by Messrs.
Yarrow & Co., Scotstoun, whose advent on the Clyde now
firmly augments its reputation for variety and highly special-
ised work.
The propulsive machinery corresponding to the tonnage
above stated amounted to as much as 235,000 I.H.P., the
great bulk of which was produced in Clyde engineering
establishments, a remark which also applies to the miscellan-
eous auxihary machinery involved in tlie contracts. In
the case of two firms the output almost entirely consisted of
naval work, these being Messrs. Scott & Co., Greenock, whose
entire output was embodied in the 20,250 tons of the battle-
ship Colossus, and the Fairfield Co., six of whose produc-
tions— out of a total of nine — consisted of torpedo-boat
destroyers. Other firms whose work to some extent consisted
of naval productions were Messrs. John Brown & Co., Clyde-
bank, Messrs. W. Beardmore & Co., Dalmuir, Messrs. W.
Denny & Bros., Dumbarton, and Messrs. The London and
Glasgow Co., Govan.
As regards mercantile work, the most notable items of
the year were the twin-screw steamer Garth Castle, of 8,000
tons, built and engined by Messrs. Barclay, Curie & Co.,
Whiteinch, for the Union Castle Mail Steamship Co. ; the
twin-screw steamer Levuka, 6,280 tons, built and engined
by Messrs. Alexander Stephen & Sons, Linthouse, for the
Australian United Steam Navigation Co. ; the twin-screw
steamer Saturnia, of 9,000 tons, built for the Donaldson
Line, Glasgow, by Messrs. Chas. Connell & Co., Scotstoun,
and engined by Messrs. Dunsmuir & Jackson, Govan ; the
twin-screw steamer Zeelandia, of 7,780 tons, built for the
Royal Holland Lloyd, Amsterdam, by Messrs. .-Vlex. Stephen
and Sons, Linthouse ; the twin-screw steamer Lisboa, 7,200
tons, built and engined for the Empreza Nacional de Navae-
gacao a Vapor, Lisbon, by Messrs. D. & W. Henderson & Co.,
Partick ; the twin-.screw steamer Rotorua, 11,290 tons, built
by Messrs. Wm. Denny & Bros., Dumbarton, for the
New Zealand Shipping Co., London ; notable as being fitted
with combination turbine and reciprocating engines. The
list of twin-screw steamers of large tonnage might be extended,
but, unless in the matter of size, none were distinguished
by any features of note. Two paddle-steamers of good speed
were produced, the p.s. IVeeroona, by Messrs. A. & J. Inghs,
for South Austraha, and the Eagle III. by Messrs. Napier
and Miller, Ltd. A high-speed turbine Channel steamer in
the St. Petersburgh, of 2,600 tons, by Messrs. John Brown
and Co., Clydebank, for the Great Eastern Railway Co.,
Harwich, also calls for mention. In the matter of dredgers
the most notable product of the year was the M.O.P. 210 C,
of 2,000 tons, built by Messrs. Wm. Simons & Co., Renfrew,
for the Argentine Government. This vessel, with a dredging
capacity of about 6,300 tons per hour, actually on trial
hfted soft clay at the rate of 12,600 tons per hour.
Shipbuilding operations on the east coast of Scotland —
the Forth, the Tay, and the Dee — and at outlying ports,
were during the year disappointingly meagre, .\ltogether
the output from the three rivers named has so far not
amounted to more than 25,000 tons. On the Forth and
Tay, the latter especially, the output for many months of
the year was nil. On the Dee, on the other hand, there
has been constant activity, the bulk of the work consisting
of small-sized vessels such as trawlers and drifters. An
exception of distinctly notable character was the launch in
September, by Messrs. Hall, Russell & Co., Aberdeen, of
the steamer Intaba, for Messrs. J. T. Rennie, Sons & Co.,
of London and Aberdeen, which was not only the largest
vessel ever built there, but was of special interest on account
of its being the first vessel built on the " Isherwood " system
to have a Board of Trade passenger certificate.
Messrs. Cochran & Co. (.^nnan), Ltd.. have supplied
a Cochran .Annan donkey boiler with patent seimless furnace
to the s.s. Tenger, built by The .Antwerp Engineering Co,.
and which vessel has just completed her official trial trip.
Refrigerating Apparatus for Marine Transport. —
Our next article will deal with the construction of the cold
chamber.
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
233
TYNESIDE AND WEARSIDE.
(Ft'piH out Own Cnttespondent.)
Tyneside.
AT the present date the marine engineering fraternity
on Tyneside is possessed of mingled feelings. The
first is a profound sense of relief that the fourteen-
weeks lock-out is over at last, and that there appears to be a
chance of pushing forward the orders which, in spite of un-
certainty as to date of completion, have been accumulating.
There is evidence to show that there will in a short time be
a state of activity in the yards corresponding to that of the
" boom " periods, though it may take a little time to get
the work through the drawing offices.
Not so pleasant is the news wh'ch has come to hand during
the month that Tyneside is not to build the giant Cunarder.
Everyone in this locality expected that Messrs. Swan, Hunter
would get the order. In this connection the sentiments
e.xpressed by Mr. G. B. Hunter at the local annual
dinner of the Foremen's Mutual Benefit Societi,- may be
cjuoted to the effect that it was not because the resources
of this area were not adequate to deal with the contract or
that the steamship company had been dissatisfied with their
Tyne-built boats in the past.
The Tyne and Solway Canal. — This huge engineering pro-
ject has been the subject of discussion at the North-East
Coast Institution of Engineers and Shipbuilders. Mr. Gedge,
of the River Tyne Commissioners, estimating that the figure
of ;£50,ooo,ooo for the work was below the mark, as no pro-
visions had been included for cost of works on the Tyne
below Rvton. Mr. Sandemann, the originator of the pro-
position, thought on the other hand that his figures would
hold good. There was not much prospect in the near future
of carrying the work through, but he submitted that a navi-
gable Tyne as far as Hexham would be of immense benefit
to the district. The subject was interlinked with that of
making the Tyne a naval base.
Messrs. Armstrong, Whitworth & Co., Ltd. — Work is
in a very forward state in conni-ction \vith the Walker site,
excavating work being pressed on rapidly. It is probable
that extra night work may be adopted. There has been a
Local Government Board inquiry concerning rights of way
at the institution of Mes.srs. Dobson. .-^n interesting point
which has been stated in the local press in connection with
the matter is that about 10,000 men will probably be em-
ployed at Walker in addition to about 5600 at Elswick. The
firm is now busy finishing the Weymouth, which was launched
with the boilers on board, and now that the men are back
the battleship Monarch is being pushed on.
Messrs. Palmers' Shipbuilding and Iron Co., Ltd. — It is
now stated as an accomplished fact that this firm has entered
into possession of Messrs. Stephenson's yard at Hebburn.
The local press also states that alterations are probably to
be made to the railway arrangements at Jarrow to meet the
changed conditions, and that the office staff of the works
will be transferred to Hebburn. Extensive changes in the
works lay out are probable. Among recent orders is one for
a merchant vessel for the meat trade, carrying about 4000
tons.
Messrs. Eltringham, Ltd. — This South Shields firm has
an interesting boat under construction — the Hohapfel I..
which will be the first suction gas-driven merchant vessel
afloat when it is launched. Other vessels are also in course
of construction.
Messrs. The Mercantile Dry Dock Co., Ltd. — This firm is
making important alterations and e.xtensions to its yard and
work equipment, involving considerable use of electric power.
This has already been adopted by this firm, and the exten-
sions indicate their satisfaction with this power agent.
Messrs. J. Readhead & Sons, Ltd. — This shipbuilding
yard is now highly busy with three boats which are now in
the yards awaiting completion.
It is rumoured that the British Government is shortly to
give out orders for three large battleships, two of them to
be of the "Dreadnought" type, and it is hoped in some
quarters that one of these may come to the Tyne.
Blyth. — Progress is being made in the development of this
port. The North-Eastern Railway is improving the staiths
so as to facilitate. the coaling of vessels. They also propose
to run a new line passing from Monkseaton, through Seaton
Sluice, to Blyth, which will contribute enormously to its
development. Trouble which was occurring between the
Harbour Commissioners and the Blyth Council with regard
to a crossing in connection with the harbour has been satis-
factorily adjusted.
Wearside.
Great satisfaction has been ex}iressed on Wearside that
the lock-out has finished. So heavy is the rush of work now
that the ban has been removed that there will only be two
days, Boxing Day and the 2nd of January, for holidays,
and overtime is to be worked as much as possible. Where
work is so plentiful it is wondrous to differentiate, and as
regards actual accomplishments, the resumption of work
is so recent that it is rather difficult to report progress. One
feature of the orders in hand is that in a good many instances
no pressure is being made for early delivery, probably because
the shipping industry has not yet come to the end of the
additional tether given it by the alterations of the Plimsoll
mark. Production is. however, expected to be in brisk
demand in the near future, and it is hoped that prices will
show better margins.
A rumour is current that a firm building small vessels is
about to establish a yard of considerable dimensions on the
Wear, and has already entered into negotiations for a section
of river frontage.
Messrs. J. L. Thompson & Sons, Ltd. — Among recent
orders received h\ this firm is one for an 8400-ton deadweight
capacity merchant steamer. The remarks made above apply
to this yard, as to others, as regards activity.
Messrs. Richardsons, Westgarth & Co., Ltd. — It appears
from the present position of this firm that the severe depres-
sion which has affected the trade generally is being alleviated.
The tenth annual report indicates that all their three works,
including that at Sunderland, have been well maintained.
Among recent orders is one for engines for three vessels each
of 7500 tons carrying capacity, built by the Northumberland
Shipbuilding Co.. of Howden, and sets of engines for two
colliers being built by Sir Raylton Dixon & Co., of Middles-
brough.
Messrs. S. P. Austin & Son, Ltd. — This firm, among
other work, is completing a vessel for Messrs. W. Cor\- & Son,
Ltd., which was recently launched. She is of 3100 tons
deadweight capacity and is the twenty-first vessel Messrs.
Austin have built for this firm.
THE TEES AND HARTLEPOOLS.
{Fi<>ni nitv Own Correspondent.)
Messrs. T. Smailes & Son, Whitby, are reported to have
placed an order for the construction of a cargo steamer with
Messrs. R. Thompson & Sons, Sunderland, about 350 ft. by
50 ft. by 25 ft. 10 in. deep, the machinery to be supplied
by Messrs. The North-Eastern Marine Engineering Co.,
Sunderland, having cylinders 25, 42 and 68 in. diameter
by 45 in. stroke.
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dock-
yard, are reported to have secured two orders during the
month, and are expected to be fairly busy during the year,
and anticipate securing an order for local owners shortly.
Messrs. W. Harkess & Son are only moderately busy, but
are likely to secure tlie order for a small steamer that is m
the market.
Messrs. Smiths' Dry Dock Co. arc busy in all departments,
both repair and new work, and are expected to have a very
good year.
Messrs. Richardsons, Westgarth & Co. keep busy ; they
have a fair amount of work on hand. It is reported
that Mr. Tom Westgarth has entered into an agreement
with Dr. Diseel on behalf of the firm for the sole rights pf
manufacture of the marine oil engine. It is also reported
that Messrs. Furness, Withy & Co. have placed an order
for the complete installation of two sets of machinery to be
fitted to two cargo steamers they intend building, which
will be the first time in this country that oil engines are to
be fitted in large steamers.
234
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. arc reported to have
secured an order, and the prospects are said to be very good
for a busy year.
Messrs. Craig, Taylor & Co. are reported to have secured
the order from Messrs. I. Chambers & Co., Liverpool, to build
a large cargo steamer of about S.ooo deadweight, and are
now fairlv busy.
Messrs. R. Ropner & Sons are now getting somewhat
more busy, as they are reported to have secured another
order during the month.
Messrs. Blair & Co. are fairly busy ; they are reported to
liave secured the contract to supply the engines and boilers
for the steamer to be built by Messrs. Craig, Taylor & Co.
lor Liverpool owners. They are also stated to have secured
orders for other t%vo sets of machinery for steamers building
locally.
West Hartlepool.
Messrs. Furness, Withy & Co. are reported to have sold
a steamer building to their order by Messrs. Irvine's Ship-
building and Dry Dork Co. ; also the following steamers,
the s.s. Acara. 4982 g.t. ; Langdale, 3930 g.t. ; Swaledale,
3658 g.t. ; and Weiisleydale. 3964 g.t. ; all to Mr. J. J. A,
Van Meel. Rotterdam.
Messrs. W. Gray & Co. are very busy with new work.
Amongst tlie later contracts is a steamer for Messrs. O.
Trechman & Co., West Hartlepool. They are also very
Imsy on repair work.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Yard, are reported to have secured an order to build a cargo
steamer similar to the boat ordered by Messrs. Milburn and
Lund for local owners.
The Central Marine Engine Works are very busy, to keep
pace with Messrs. W. c;niy & Co.'s two shipyards, having
a lot of work on hand.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Middleton
Yard, have secured the contract to build a large twin-screw
steamer for Liverpool owners about 440 ft. long by 58 ft.
lieam. 13 knots, for the frozen meat trade.
Messrs. Richardsons, Westgarth & Co. are fairly busy.
Ihe\- are reported to have secured the contracts to supply
the engine and boilers for the cargo steamer to be built by
Messrs. Irvine's Shipbuilding & Dry Dock Co. ; also the twin-
screw steamer, which will be supplied with Howden Forced
Draught System, of 6000 I.H.P. and similar to the t.s.
Indrabnnali. which has given such excellent results, as set
forth in a paper on steamship auxiliaries read by D. B.
Morison, Esq., before the North-East Coast Institute of
Engineers and Shipbuilders at Newcastle. They are also
very busy with orders for their " Contraflo " Condensers.
THE HUMBER AND DISTRICT.
{From our Own Cuiuspondcnl.)
Messrs. Earle's Shipbuilding and Engineering Co., Ltd.,
have not much to report, the great lock-out of the boiler-
makers having kept trade back, but the clang of the hammers
is now sounding throughout the yard again. \ fair number
of orders are in hand, also repair work.
Messrs. The Hull Central Dry Dock and Engineering Works,
Ltd., have had a fair month, and the following steamers have
been in their graving dock ; — s.s. Douglas, s.s. Skepsea. s.s.
Cyforthfa, s.s. Bondecar, s.s. Togston, s.s. Baron, s.s. Vriesen,
s.s. Dot and s.s. Balcuyle, several undergoing Survey through
Lloyds. Repairs have been done on s.s. Orlando, s.s. Pruden-
tia, s.s. William Balls, etc. The Company's graving dock
is well booked in advance.
The North-East Coast Engineering Works. — Rapid pro-
gress is being made by this firm, whose works are
situated at the entrance of .Alexandra Dock, and close to
the graving dock and Hull and Barnsley Railway. They
are leasing more land and extending their yard, and laying
down extra plant. Recently they have been employed on
the following steamers : — s.s. Ilderton, s.s. Peerless, s.s.
Etton, s.t. Belle of the Usk, s.t. Swift, also sailing-ship Vihing.
Several steamers have been booked for graving dock, for
the month of January.
Messrs. Amos & Smith, engineers, Albert Dock Works,
are well employed with new work, engine and boiler shops
being worked overtime. Three more sets of machinery for
trawlers for local owners and two sets of machinery for
hoppers for the N.E.Ry. and Dock Co., also another set
of machinery for Russian shipbuilders have just been booked.
Now the boilermakers have returned to work, the firm are
again in a position to compete for any light or heavy repair
work on ships, dry-docking, etc.
Messrs. Stewart & Craig, engineers and boilermakers, have
had the following steamers undergoing repairs ; — s.s. Ardan-
dearg, put in graving dock, bottom sighted, cleaned and
painted, also extensive engine-room and deck repairs ; s.s.
Escolbrook , deck repairs ; s.s. Whaleley Hall, general repairs,
deck and engine-rooms; s.s. Adalands, damage repairs on
deck, and several minor repairs on other steamers.
Thomas Tate, Clarence Street Engine Works, have been
fairly busy on the following steamers : — s.s. Benacre, s.s.
Heinrich Roberts, s.s. Balmyle, four coasting-steamers, and
two German steamers. In addition they have put three
sea-going tugs through hull, engine and boiler surveys.
Messrs. Cooper & Co., Neptune Engine Works, have been
very busy on general repairs and dry-docking of steamers,
and the works have been kept in full pitch, with all machinery
fully engaged. The branch shop at .Alexandra Dock has also
been kept busy with deck and engine-room repairs and dry-
docking. The two graving docks owned by Messrs. Cooper
and Co. in the old harbour are well booked up.
Messrs. Woodall & Co., engineers and boilermakers, have
had an exceedingly good month on repair work, mostly
employed on Norwegian, Swedish and Danish steamers.
They are forming a good connection with owners of steamers
in those countries. The general smith shop is busy with
forgings for railway companies and Corporations, and, in
addition, orders are lieing executed for Britain and foreign
countries for Messrs. Woodall's heavy purchase block gears.
Messrs. C. D. Holmes, Ltd., engineers anil boilermakers,
have had a fair month in repair work around the several Hull
docks. The branch works, situated at Alexandra Dock, has
also been busy with engine-room and deck repairs. Orders
lor several sets of machinery for local trawler owners have
been secured, and a number of inquiries for new and repair
work have come in.
Messrs. Cochran & Sons, shipbuilders, Selby, fully expect
to be bjusy for some time, as they are booked well up, for local
and outside owners.
Messrs. Cook, Welton & Gemmell, shipbuilders, Beverley,
are well started again now, and have booked several trawlers
for local owners.
It is understood that the owners of the Wilson Line have
given out orders for nine new steamers building in the North
and on the Clyde.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(From our Own Correspondent.)
Messrs. John I. Thornycroft & Co., Ltd., Southampton. —
H.M.S. Lame, Lyra. Mailiit and Minstrel. — The second of
these vessels has completed her official speed and fuel con-
sumption, etc.. trials. H.M.S. Martin was launched on the
15th of last month with turbines, boilers and guns mounted.
.\ sister ship, the Minstrel, was also launched about the end
of last month. H.M.S. Acheron and Ariel. — The work of
erection of the bulkheads and beams on these vessels is
completed. Paddle steamer Arabia. — This vessel, after
having been completely erected, was dismantled and shipped
in sections for re-erection at Cairo. Rocklight of London. —
This petroleum barge will shortly be launched. Barge for
Portsmouth Dockvard. — Work is proceeding on this vessel,
and the shell plating is completed. Launches. — The three
63 ft. motor boats for Bagdad have all been shipped after
successful trials, each having e.xceeded the contract speed by
more than i^ knots. The 60 ft. twin-screw launch for the
Amazon ran her trials last month. Stern-wheel passenger
steamer for the Persian Gulf. — The scrieve boards for this
vessel were prepared about the middle of last month, and
a start has been made on the construction. New orders. —
Last month the firm received an order from the Turkish
January, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
235
Government for ten armoured motor patrol boats, each to
be fitted with two 37 mm. guns. These vessels will be pro-
pelled by twin Thornycroft motors of the C6 type, and will
have a speed of 1 1 knots. Repairs department. — Last month
this department were busy with the steam yachts Erin,
Rovenska, Miranda. Maund, H.M.S. Julia, dredger Mercimits,
s.s Plassy, Rohilla. Sandflv. and sundry pinnaces, etc.
Messrs. J. Samuel White & Co., Ltd., East Cowes, Isle of
Wight. — H.M.S. Rcdpolc torpedo boat destroyer completed
her official trials last month, all of which were highly satis-
factory. On the full power trial the contract speed of 27
knots was considerably exceeded. She was undergoing
examination at the end of December preparatory to being
handed over to the .Admiralty. Orders for a number of naval
steam boats have recently been booked by the firm.
Messrs. Day, Summers & Co., Northam, Southampton. —
The keel for the new paddle boat, for which this firm recently
booked the order, was laid last month, and work is also
proceeding on several vessels laid up at the yard for repairs.
The Dredging Question at Southampton. — A meeting
of the Harbour Board was held on tlie 20th of last month,
when the following resolution was brought forward by a
member of the board: — " That the resolution of the special
sub-committee adopted by the board 15th November, viz.,
that the special sub-committee recommend the board to
dredge the Channel from Fawley Beacon to within 600 ft.
off the docks to 35 ft., and authorize the Works Committee
to advertise for tenders for carrying out the work, be and the
same is hereby rescinded, and if rescnidcd to move ' That
the Channel be dredged from Fawley Beacon to within
600 ft. of the Docks to 35 ft., provided that the directors of
the London and South-Wcstern Railway are prepared to
contribute a moiety of the cost of the undertaking.' " The
result of the discussion on the above resolution was not
known before going to press.
THAMES.
(From our Own Correspondent).
Shipbuilding. — It is understood the Thames Ironworks
Co. will launch H.M.S. Thunderer on January 17th, the
keel having been laid on .\pril 13th last, so that a little over
nine months will have been occupied in the buildiiig of the
hull, should the date for launching be adhered to. After
entering the water the vessel will be taken to Dagenham,
where a specially constructed berth is in course of preparation,
when the vessel will be completed prior to being handed over
to the Government. While constructing the largest vessels,
the Company executes smaller orders, and has lately built
a lifeboat of the whaler type for the institution, of 30 ft.
long by 7 ft. 3 in. beam, fitted with a drop keel and pulling
eight oars. The boat has been despatched to Dublin Bay.
Messrs. Rennie & Co., of Greenwich, have lately built
a motor barge for Trinidad, and also a steam yacht to the
order of the Port of London Sanitary Authority. As in an
early issue we hope to illustrate these boats, we postpone
further description.
Shipping Companies. — The P. & O. Co. has held its annual
meeting, and this was the seventieth, the Company having
received its charter in 1840. The Company now does not
appear to receive so much support from mails as it did at
one time, and it is possible that those for the Far East may
be at no distant date carried over the Siberian Railway.
The accounts show an increased profit of over ;^8o,ooo, and
with over a half-million written off the cost of the fleet,
a balance of ;^67,ooo is carried forward. The book value
of the fleet stands at a little over £■; per ton. The purchase
of the Blue Anchor Line was noted. Five steamers, aggrega-
ting 30,000 tons, have been acquired at a cost of ^250,000.
A sum of £25,000 was paid for goodwill and compensation.
This purchase has been made to cater for the emigration
traffic, now so rapidly developing. Two new vessels of 1 1 ,000
tons each are being built in this connection, and these, with
the two new mail boats Medina and Maloja. will give the
Company 454,000 tons under the one flag. The increased
receipts are due mainly to freight and not to passenger,
and the policy of extending the service of the mail steamers
to New Zealand meets with success. That a dividend of
9 per cent, is paid on the stock shows the Company had a
good year, and this in every one of its branches. We have
also the report of the Orient Co., which pays 5 per cent, on
the Deferred Shares, and after allowing for depreciation and
the Preferred dividend, there is ;£i09,2i2 available. The
great change has been made by the Company, and it has
been abundantly successful. Besides the five mail steamers
of over 12,000 tons, a sixth has been ordered on the Clyde
from Messrs. Jno. Brown & Co., Ltd., and this is 13,000 tons.
This vessel, named Oraina, is due in September next. A
vessel the Orient has been sold at a good figure and with
such a trade, the gross amount being nearly £300,000, the
Company has never had its equal, which goes to prove
that Australia is booming at the present time. A London
Company, the Glen Line, associated with China and the
tea trade, is said to have become connected with Messrs.
Elder, Dempster & Co., which firm has hitherto had no direct
connection with Eastern trade.
Port of London. — A change, coming into operation the
1st of this month, is a uniform charge of 1/3 per net register
ton for the use of any of the docks for a period of ten days,
whereas formerly, taking the London and India Docks, it
was 1/6 for twenty-eight days. The alteration will produce
an apparent loss of revenue of £15.000 a year, but it is
expected to lead to the greater use of the docks and the port
generally, and so improve the revenue. It is understood
a site has been acquired at Trinity Square for the future
headquarters of the Authority, and application will be made
to Parliament next Session for the necessary powers. At
present the staff is distributed in different directions, and
will, if the change is made, be all under one roof and in a
good central position, near Tower Hill, and in the vicinity
of the London Docks.
Board of Trade Enquiry. — The lamentable loss of life
entailed Ijy tlie disaster to the Waratah has at length culmina-
ted in an enquiry, and the evidence, so far as it has gone,
is interesting from a technical standpoint, as well as from
the financial side. It was the vessel's second voyage, and she
had reached Durban from Sydney, and between there and
Capetown disappeared without a vestige of her being seen
afterwards. There were 8812 tons of cargo, and at Durban
20,000 gallons of water were taken in and 1925 tons of coal,
of which 250 tons were placed on the spar deck, giving a
mean draught of 23 ft. 3 in. on leaving port. We mention
these figures because it is a question of stability at issue,
and which has to be determined by the enquiry. The matter
is being closely watched both here and in Australia.
Poplar Hospital. — This institution, placed in a central
position for the docks, had its fifty-fifth festival dinner, at
which Sir O. Philipps, Vice-Chairman of the Port of London
.\uthority, presided ; and at the table with him were Lord
Pirrie, the Hon. Sydney Holland, Vicc-.Admiral Field, and
many others. It was mentioned that since the construction of
the Dreadnought there had been 345 accidents admitted
from the Thames Ironworks. It is satisfactory to note the
Committee of King Edward's Hospital Fund describe this as
a well-managed and economical institution.
MERSEY AND MANCHESTER SHIP
CANAL.
(From our Own Correspondent.)
NOW that the disastrous boilermakers' strike is happily
ended, after fifteen weeks of comparative idleness,
this district should have a period of keen activity.
Some £1,000,000 has been lost in wages alone, and this has
meant a considerable local loss. With still further important
.Admiralty work, besides a fair number of enquiries for new
merchant work, all the resources of this centre will be fully
occupied.
Messrs. Cammell, Laird & Co. — Full time was resumed
in this yard on December 15th, when large squads of men
were put on to complete the various contracts in hand.
The good news that the strike had come to an end was supple-
mented by the confirmation that this firm have secured an
order for a battleship of the improved " Monarch " class
from the British .■\diniralty. This huge war vessel will have
a displacement of about 24,000 tons, and will cost £2,000,000.
The large floating dock is making good progress, and the
destroyers Lapwing and Lizard, together with the two
tenders for the submarine depot ship, are now being rapidly
advanced. The machinery for the Blonde is now practically
2-?6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
on board , and this vessel's trials are expected to take place early
in January. The machinery for the four Argentine destroyers
is now well ahead of the vessels ; the hulls, however, will be
completed as soon as possible. The L. & S.W.Rly. steamer
Sarnia will have run her official trial ere this is in print.
The Amazon river steamer Ceara will, it is hoped, leave
Liverpool for Para before Christmas. The Highland Loch,
the third Nelson Liner, is practically ready for launching,
while four steel barges to the order of Messrs. Hay & Smart
arc nearly complete, and will be shipped out to South .\merica
in three "sections. The three poling canoes for the Niger
Company are well in frame, and two stcrn-wheelers for abroad
arc also now being advanced as rapidly <is possible. Various
large extensions are being made to the plant and buildings
to cope with the large variety of work now in hand. The
repair department has had a Liverpool ship in graving dock.
She has been sold and been fitted up as a hulk to be used
on the west coast of South .\merica. The Liverpool tug
North Cock and the steamer Laura have been in for repair
and left.
Messrs. H. & C. Grayson.— The growing importance of
the Mersey in connection with repair work is indicated by
the large "number of contracts in hand, this firm recently
having as many as thirty vessels, from coasters to liners.
Some of the fastest and ablest of tugs to be seen in this country
have been built bv this firm, and the last two just completed
for the C.P.R.. belong to a series, the first being the Bison.
This firm are now building for the P.S.N. Co. a special type
of tug and river-boat for the West Coast of America. The
Bibby Liner Chester has had extensive alterations after
being sold for Chinese service. The steamers Rameses and
Adela have had collision damage and repairs, while the
Venetia and Romney have been in for overhaul and repairs.
The Booth liner Justin has undergone alterations to provide
more passenger accommodation.
New Atlantic Tonnage. — It seems likely that for the St.
Lawrence route several lines have new vessels already con-
templated. The Canadian Pacific are expecting, it is reported,
to have in view the placing of two or even three new vessels
faster and bigger than the Empress boats on the Canadian
service, with a shaft horse -power of 45,000. Mr. Ism ay
intends, it is said, to place two more boats for Canada, larger
and more powerful than the Laurentic and Megantic, while
the Allan Line are shortly to place orders for two vessels,
and the Royal Line have recently purchased the VoUurno
from the Rotterdam Now York service to enter the Bristol
Canada service.
New Manchester Steamship Line.— Next spring, when
the Baltic Sea traffic opens, a steamship service is to be
inaugurated between Peruan, in the Gulf of Riga, Russia,
and Manchester. The monthly service will be carried on
by first-class steamers, adapted for the trade ; the chief
cargoes will be pulp, flax and timber. The managers will
be Messrs. A. Coker & Co., of Liverpool and Manchester.
White Star Line. — Mr. John Lee, Vice-President of the
International Marine Co. and manager of the White Star
Line at New York, retired at the beginning of November.
Mr. Lee, who is a native of Derby, was the recipient of a
cheque for looo guineas and will receive an oil painting
depicting the pioneer steamer Oceanic and the titan Olympic.
The death took place recently of Mr. R. S. Cortis, who was
the New Y'ork agent for the Company in the eighties. With
the closer amalgamation of the White Star, Dominion and
International Company's staff at the New Year, Mr. John
E. Willett, the manager of the Dominion and American
Line Liverpool service, will retire. Mr. Willett joined the
old firm of Messrs. Richardson, Spence & Co. in 1869, being
made a partner in 1898.
Cunard Company. — The order for the new gigantic liner
has been placed with Messrs. John Brown Se. Co., Ltd., ol
Clydebank.
The International Vanadium Company, Ltd.— This Com
pany has estabhshed at its works at Garston, an industry
which is not only new to the Liverpool district, but also to
the British Isles, seeing that there is no other Company manu-
facturing alloys of Vanadium completely from the ore. The
Company owns, through its agents the General Vanadium
Company of America, Vanadium Ore mines ol an extensive
character, and also purchases from time to time other ores
which are offered from all parts of the globe. The manu-
facture of Vanadium alloys involves higlily-technical superin-
tendence, but the majority of the staff of chemists at Garston
have been associated with the industry for a long period,
working under the supervision of .Mr. J. Kent Smith, whose
name is specially known for his valuable work in connection
with the development of Vanadium steel in this country
and in ."Xmerica.
NORTH' WEST OF ENGLAND.
{From our Own Correspondent.)
Barrow-in-Furness. — The chief item of news this month,
so far as Barrow is concerned, is the order secured for a
gigantic battleship-cruiser for the Imperial Japanese Navy
by Messrs. Vickers, Sons ■& Maxim. It is officially stated
that this order has been given to British shipbuilders because
of the excellent work they do. the great satisfaction the
Mikado's .\dmiralty have had in British-built ships, and
the desire to show there is something in the alliance with
Japan after all. The negotiations in connection with the
placing of this order were kept very secret indeed, and it
was, therefore, quite a surprise when it was announced that
the order had been actually placed. It is made a strict con-
dition that none of the details of the plans or the construction
of this ship shall be made known to the pubUc. All that is
known is that the order represents two millions and a half of
money, and that it is to be delivered at as early a date as
is now the custom with a British warship. The vessel, it
IS also understood, is to be larger and of more fighting power
than the British Lion and the Princess Royal, the latter
vessel being now in course of erection in the Barrow yard of
the Vickers Company. The selection of the Vickers Com-
pany to build this ship is, of course, a great feather in the
cap of these builders, as it proves that the Japanese Govern-
ment are well satisfied with the work done by these builders
in the battleships Mikasa and Katori, and in the submarines
and other orders which have been built for the far east.
It will mean an immense amount of work for Barrow coupled
with the other orders which are in hand, and it will make
tlie firm possibly busier than ever they were in their history.
The Boiler-makers' Dispute.— It is a source of great satis-
faction that the boiler-raakers' dispute is at an end, as it was
beginning to make its influence felt not only in the stoppage
of progress in Vickers' yard with some very important con-
tracts which were accepted on the time limit, but also because
it was responsible for a great amount of distress among men,
women and children. The labourers and their families were
especially hard hit, as when the lock-out occurred they were
without resources, and a special fund had to be started by
the Mayor of the Borough for their relief, and the Vickers
firm contributed largely to this means of alleviating the
distress. The men resumed work just a week before Christ-
mas, and will thus have something to live upon until the
holidays are over. It is generally believed the new agreement
come to will be a lasting one, as both sides have had enough
of strikes and lock-outs, and they think now that means
have been provided for the settlement of all disputes as they
arise, without the barbarous resort of stopping work, with
all its attendant evils. One thing is certain, and that is that
now they have returned to work there is plenty of it to do.
In every department of the local yard there is quite a full
programme of work in hand, and it is recognised that the
New Year will be one of the busiest times ever experienced.
The " Princess Royal." — The progress m the construction
of this battleship cruiser for the British Admiralty, has. of
course, been much delayed in consequence of the boiler-
makers' dispute, but now the work is going merrily along,
and the builders hope they may be able to make up all
arrears, so as to be able to give delivery to the Admiralty
within the two years permitted when the order was given
out. The Vickers firm have better facUities for completing
a big job like this than most firms in the country, and they
will "bring all their resources to bear in order to make up
for lost time, but at present they are not able to get as many
men on the job as they require. They need at least another
hundred sets of riveters, and in other trades they are also
short of the full strength of men needed. This is, of course,
a difficulty which might have been expected when the lock-
out lasted for so long a time, but it is expected now that
the difficulty is at an end more men will be available, but as
the same sort of things is probably being experienced in
January, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT
237
other yards, it is quite on the cards that men will be difficult
to find.
Smaller Vessels. — Progress is being made with several
smaller vessels on the stocks, including the Chinese cruiser,
one British cruiser of the improved " Liverpool " class, a
torpedo boat destroyer for the British Navy, a salvage-boat
to attend on the British submarine flotilla, and several sub-
marines.
The New Cunarder. — Much regret was felt at Barrow that
the Vickers firm missed the order for the new Cunarder,
which went to Messrs. John Brown & Co., as it is known that
Barrow builders are determined to get into the trade of build-
ing great ocean liners, and with that view their works have
been equipped with the special tackle and machinery for
this purpose. It is, however, expected they will be able
to secure orders of this type in the early future.
Engineering. — The engineering shops at Barrow, which are
known to be the largest and best equipped in the world, are
especially full of work at the present time, as, in addition to a
great deal of work in the building of gun mountings for the home
and foreign Governments, they have in hand the turbine
machinery for the Princess Royal, the Rio de Janeiro, building
at Newcastle, the turbine machinery for the Japanese battle-
ship-cruiser, and the turbines for the Dartmouth and the
torpedo boat destroyer, together with other minor work.
Last Year's Shipbuilding. — The shipbuilding returns for
the year just closing do not show a great deal of work, inas-
much as much progress has been made with orders which
are well advanced, and will be included in next year's returns.
The total tonnage launched was 18,130, and the total indi-
cated horse-power constructed was 90,000.
BELFAST.
(From our Own Correspondent.)
1910 and 1911. — The past year has been a prosperous
period for the local shipbuilders, as the Output Returns show,
and the volume of work on order is sufficiently large to ensure
brisk times during the coming year, and for some considerable
time beyond.
Messrs. Harland & Wolff have completed their output of
tonnage for 19 10 by the launch of two large steamers within
three days — the P. & O. liner Maloja and the Hamburg-
America Company's Bayern. A sister-ship of the latter
vessel, named Sachsen. was put in the water a few weeks
since. At the present time the Queen's Island firm have five
vessels at the fitting-out wharves — the three steamers above
mentioned, the White Star liner Olympic, and the Aberdeen
liner Themistocles — representing an aggregate of over 80,000
tons, which probably constitutes a record. The finishing
touches are being put to the Themistocles, and rapid progress
has been made with the fitting out of the Olympic, into
which all the heavy lifts have now been put. All the berths
in both the north and south ends of the yard are occupied
with vessels in various stages of construction, and on one of
the big slips at the north end three keels will be laid down —
two tenders for the White Star line, and the new vessel for
the Belfast Steamship Company's passenger service between
this port and Liverpool. The Anglo-American Oil Company's
barge Navahoe. built at the Queen's Island" in iqo8, has
arrived here for repairs. The Navahoe carries 10,000 tons
of oil in bulk.
Messrs. Workman, Clark & Co. — This firm's yards are also
fully occupied, and they have sufficient orders in hand to
keep things going in full swing for a considerable time to
come. Two steamers recently launched by them are nearly
ready for sea ; these are the British India Steam Navigation
Company's Arankola. and the Holt liner Ascanius. The
twin-screw steamer Verona (Societa di Navigazione a Vapore
Italia) which recently sustained very heavy machinery
damage, has arrived here for repairs. The Verona and her
sister-ship Ancona were built by Messrs. Workman, Clark
and Co. in 1908.
Messrs. MacColl & Co. have received an order for twin-
screw engines of 1400 I.H.P. for a steamer to be built by
the Dublin Dockyard Co. for the Union Steamship Co. of
British Columbia, Ltd. This is the second steamer ordered
by the same owners from the Dublin Company, and the
third engined by Messrs. MacColl & Co.
Harbour Notes. — Good progress is being made with the
cutting out and deepening of the turning basin at the south
end of the Twin Islands, and with the deepening of the
Victoria Channel to enable the big White Star hners to leave
the port. The new graving dock will be opened early in the
new year ; the dock itself was completed some time since,
but there is still some work to do in connection with the
caissons before the cofferdam can be removed from the dock
entrance. The particulars of the new dock are : — Length
overall, 887 ft. ; breadth at entrance, 96 ft. ; and depth
on sill at ordinary spring tides, 35-3 ft. The depth of
water on the sill at highest spring tides and at lowest neaps
is 39 ft. 1 1 in. and 30 ft. 4 in. respectively.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES English.
Trent. — On November 4th, a steel steamer of about 525
tons gross, named Trent, was launched at Goole, to the order
of Mr. E. D. Hutchinson, of Hull.
Ceara. — On November 19th a steel schooner-rigged steamer,
named Ceara, was launched at Birkenhead, to the order of
Messrs. R. Singlehurst & Co., of Liverpool. Messrs. Wailes,
Dove & Co.'s " Bitumastic " cement was applied to bottom
and their " Bitumastic " enamel to floors fore and aft, also
to bunkers, peaks, etc. A Cochran (Annan) donkey boiler,
with patent seamless furnace, has been supplied and fitted.
Kirkwood. — On November 29th, Messrs. Robert Thompson
and Sons, Ltd., launched from their Southwick Yard the
finely-modelled self-trimming collier Kirkwood. built to the
order of Messrs. Wm. France, Fenwick &- Co., Ltd., of London
and Sunderland. The vessel is a sister-ship to the Wedgwood,
recently built by them for the same firm, and is of the raised
quarter and well-deck type, and built to the highest class at
Lloyds. Her principle dimensions are : — Length overall,
274 ft. 3 in. ; breadth, 38 ft. ; depth moulded, 18 ft. 2 in. ;
and she will carry about 2310 tons deadweight on a light
draught of water. She is fitted with bulb angle framing,
the holds being left clear of all obstructions. There are four
very large hatchways, arranged to make her perfectly up-to-
date as a self-trimmer and to facilitate rapid loading. Four
powerful steam winches with latest improvements are supplied,
with steam from a large vertical dofikey boiler, and in addition
to the u.sual derricks, four gaffs are fitted, the ma.sts being
strengthened for this purpose. To enable her to make quick
return voyages, ample water ballast is provided throughout
the cellular double bottom and in fore and after peaks, the
former being divided longitudinally and athwartships for
trimming purposes, and fitted with Lrge tank suction pipes
and extra large ballast donkey for quickly pumping out
water ballast. The inside of holds, bunkers, and engine and
boiler-room tanks are coated with enamel. The mooring
arrangements have also received special attention, steel wire
compressors being fitted on the poop and forecastle decks,
as well as the usual large fairleads and bitts. Accommoda-
tion for the captain and steward is provided in the poop,
the saloon being tastefully fitted up in different shades of
oak. Spacious rooms for the officers and engineers are
arranged at the sides of the casing under the bridge deck,
the petty officers and crew being berthed in the forecastle.
At the forward end of the main bridge a steel house is arranged
for the captain, with lower flying bridge on top, also teak
chart-house, the latter carrying the upper fl\-ing bridge.
The engines, of the triple-expansion type, are by Messrs.
The North-Eastern Marine Engineering Co., Ltd., Sunderland,
having cylinders 21 1 in., 36 in. and 59 in., with a stroke of
39 in., steam being supplied by two extra large boilers working
at I So lbs. pressure. During construction the vessel and
machinery have been under the personal supervision of Messrs.
Thompson & Eyres, of Sunderland.
Harmattan. — On November 30th, a steel steamer of about
4.74; tons, named Harmatian, was launched at Walker.
Newcastle, the owners being Messrs. J. & C. Harrison.
Steam Trawler. — On December ist, Messrs. Smith's Dock
Company (Limited) launched from their yard at South Bank.
Middlesbrough, a steel screw steam trawler, which has been
built to Lloyd's highest class.
238
THE MARINE ENGINEER AND NAVAL ARCHITECT. January, igii.
Mediterraneo.^On December 15th, this vessel, built by
Messr.s. \Vm. Doxford & Sons, Ltd., Pallion Yard, Sunder-
land, to the order of the Societa Anonima di Navigazione a
Vapore " Lussino " of Lussinpiccolo, was launched. She
has been built to Lloyd's and Austrian Veritas Class under
Special Survey. She carries 7500 tons deadweight on 23J ft.
draught, and steams ten knots, being fitted with triple-
expansion engines and Howden system boilers, also built by
Messrs. Doxford.
Screw Steamer. — On December i6th, Messrs. Craig. Taylor
and Co., Ltd., launched from their Thornaby Shipbuilding
Yard, Thornaby-on-Tees. a handsomely modelled single-deck
screw steamer of the following dimensions, vis. : — 392 ft.
by 52 ft. by 29 ft. 6 in. moulded. She is built of steel to the
highest class in Lloyd's registry, under special survey, and
has poop, bridge and topgallant forecastle ; water ballast in
double bottom fore and aft, and in peaks. She is equipped
with patent direct steam windlass with quick warping ends,
steam steering gear, eight steam winches ; shifting boards
in holds for carrying grain cargoes ; telescopic masts to
Manchester Ship Canal requirements, double derricks, and
all the latest improvements for rapid loading and discharging.
The accommo-lation for captain, spare room, and officers is
neatly fitted up in deckhouses amidships, the engineers
being dockhouse alongside engine casing, and the crew under
the bridge. Her engines have been constructed l:)y Messrs.
MacColl & Pollock, Ltd., of the Wreath Quay Engineering
Works, Sunderland, the cylinders being 25! in., 43 in., 70 in.
by 45 in., with three boilers working at 180 lbs. pressure.
The vessel has been built to the order of Messrs. Henry
Clapham & Co., of the Clapham Steamship Co.. Ltd.,
Newcastle-on-Tyne, under the superintendence of Mr. Thomas
Harbottle, of Newcastle. Messrs. Craig, Taylor & Co., Ltd.,
are about to put down the keel of a still larger vessel, which
they have to build on the " Isherwood " Patent System.
Levenpool. — On December i6th, Messrs. Ropner & Sons,
f^td., Stockton-on-Tees, launched from their shipbuilding
yard, a steel screw steamer of the following dimensions,
viz. : — Length. 389 ft. 3 in. ; breadth, 57 ft. 6 in. ; depth
28 ft. 6 in. The vessel will be classed 100 Ai at Lloyd's,
having main deck, poop, long bridge and topgallant forecastle.
.Accommodation for captain, officers and engineers in houses
on liridge deck, crew in the forecastle. The vessel has double
liottom for water ballast on the cellular principle, all fore and
aft, and in fore and after 'peaks. She will be fully equipped
with an up-to-date outfit, including quick warping windlass,
stockless anchors, steam steering gear amidships and powerful
screw gear aft. The appliances for loading and discharging
cargoes expeditiously are very complete, and include ten
steam winches, double derricks to each hatch, steam being
supplied by a large donkey boiler, working at 100 lbs. pressure
per square inch. The engines will be of the triple-expansion
type by Messrs. Blair & Co., Ltd., Stockton-on-Tees, of about
2450 LH.P., having three steel boilers 15 ft. 6 in. by ti ft.,
I So lbs. steam pressure.
Hull Trader. — On December 17th, there was launched from
the shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely modelled steel screw cargo steamer, the principal
dimensions of which are : — 127 ft. by 22 ft. 6 in. by g ft. 7 in.
moulded. The vessel, which has been built to the order of
Mr. F. W. Horlock, of Mistley, Essex, will be fitted with
triple expansion engines by Messrs. Crabtree & Co., Ltd.,
of Great Yarmouth, and is replete with all the latest improve-
ments for this class of vessel.
Berwindwale.— On December 15th. Messrs. Sir Raylton
Dixon & Co.. Ltd., launched from their Cleveland Dockyard,
Middlesbrough, a fine steel screw steamer, which is believed
to be one of the largest merchant colliers yet built. The
vessel is being constructed for American owners on builders'
latest improved patent cantilever frazncd system, with top-
side water-ballast tanks, shelter-deck tvpe, and to plans
and specifications prepared bv Messrs. William Esplen ct Sons,
Liver[)oo!. in conjunction with Mr. C. H. Stapleton, manager
for owners, whose special knowledge of the particular require-
ments of the trade for which vessel is intended has con-
siderably assisted in designing a vessel with the best possible
facilities for the rapid handling of coal cargoes. The principal
dimensions of the ves.sel are : — 425 ft. long by ^4 ft. beam
by 29 ft. moulded, and she will have a deadweight carrying
capacity of over 8,500 tons on a light draught of water.
Triple-expansion engines are placed aft, having cylinders
28, 46 and yy inches by 48 inches stroke, supplied with steam
by three large single-ended boilers fitted with Howden's
system of forced draught, which are estimated to drive the
vessel a speed of iii knots loaded, will be fitted by Messrs.
Richardson Westgarth & Co., Ltd., of Hartlepool.
LAUNCHES- Scotch.
Steam Dredger No. 508.— On November 7th, a steel steam
dredger of about 74S tons gross, named No. 508, was launched
at Renfrew. She has been built to the order of the Canadian
Government.
Barge-Loading Dredger T.C.C. No. 8.— On December ist,
there was launchefl at Paisley the barge-loading dredger
T.C.C. No. 8 for the Tees Conservancy Commissioners,
Middlesbrough. The dredger is of the bucket ladder type,
and of special design for carrying out the improvements
being made on the Tees. The vessel has been built under
Lloyd's special survey.
Screw Steamer. — On December 3rd, there was launched
from the shi|iliuilding yard of Messrs. Wm. Hamilton & Co.,
Ltd.. Port Glasgow, a handsomely-modelled steel screw
steamer, built to the order of Messrs. Gilmour & Co., Ltd.,
Liverpool. The principal dimensions are : — Length, 364 ft. ;
breadth, 50 ft. ; depth, 28 ft. 2 in. to upper deck ; dead-
weight, 6700 tons. The vessel, which is of the single-deck
type, is rigged as a fore-and-aft schooner, and has a hrge
poop, long bridge, topgallant forecastle, and large clear holds.
The vessel will be fitted with machinery by Messrs. Rowan
& Co., of Glasgow.
St. Kilda. — On December 3rd, there was launched at Port
Glasgow a steel screw steamer, built to the order of Messrs.
Rankin, Gilmour & Co. (Limited), Liverpool. The principal
dimensions are : — Length, 364 ft. ; breadth, 50 ft. ; depth,
28 ft. 2 in. to upper deck ; deadweight, 6700 tons. The
vessel, which is of the single-deck type, has a large cargo
poop, long bridge, topgallant forecastle, and large clear holds.
The vessel, which will be fitted with machinery at Glasgow,
will have Lloyd's highest class. The steamer is built on the
Isherwood longitudinal framing system.
Angora. — Recently the turbine steamer Angorn. built for
the British India Steam Navigation Company's mail and
passenger service between Calcutta and Rangoon, was
launched from the Leven Shipyard by Messrs. William Denny
and Brothers. She is built of steel to Lloyd's highest class,
and her orincipal dimensions are : — Length, 390 ft. ; breadth,
49 ft. iij in. : depth (moulded), 32 ft. 6 in. The main deck,
which extends from end to end of the ves.sel, will be entirely
devoted to accommodation of native passengers, and is
provided with ample light and ventilation. On the shade
deck is accommodation for fifty first and fifty second-class
passengers. The first-class cabins are large and well-venti-
lated, the berths generally being arranged in single tiers.
The vessel only carries a moderate amount of cargo, being
designed with fine lines so as to maintain a good speed at
sea. The propelling machinery will be supplied by Messrs.
Denny & Co.. and is of sufficient power to give the vessel a
speed of 17? knots. The Angora' is the ninety-seventh
vessel which Messrs. Denny Brothers have built for the
British India Steam Navigation Company. Messrs. Wailes,
Dove & Co. 's " Bitumastic " enamel was applied to bunkers
and boiler-room tank, and their " Bitumastic " covering to
tank top in boiler-room.
LAUNCH— Irish.
Maloja. — On December 17th, this fine large twin-screw
steamer, built by Messrs. Harland & Wolff, Ltd., for the
Peninsular & Oriental S. N. Co., was successfully launched
at Belfast. The Maloja is a passenger and mail steamer of
the highest class, and the largest vessel yet built for the
P. & O. Line. The launch of this vessel appropriately
completed the tonnage output of Messrs. Harland & Wolff,
Ltd., for the year, making up a record total of 115,861 tons
and 100,130 I.H.P. The new vessel is 569 ft. long by 62 ft.
9 in. beam, with a gross tonnage of about 13,000, and in her
construction and design she will represent the latest and most
January. 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT^
239
approved practice. She has two steel pole masts and two
funnels, ten watertight bulkheads carried up to the spar
deck, seven steel decks, and the double bottom extends
right fore and aft, the depth and strength being increased
under the engine-room, giving great rigidity to the structure.
The Maloja will have accommodation for over 450 first-class
and about 220 second-class passengers, and the various
public-rooms, also the state-rooms, will be furnished and
decorated in a style well in keeping with the traditions of
this famous line. The first-class dining saloon, on the spar
deck, extends the full breadth of the ship, and will seat 318
people. It will be panelled and framed in British oak, and
enriched with limewood carving and sycamore pilasters.
The first-class smoke-room on the promenade deck, with
raised roof, will be in Austrian oak. relieved with limewood
carving. The first-class music-room, on the hurricane deck,
will be in English oak, with carving also in limewood. The
first-class divan, on the hurricane deck, is panelled and framed
in English oak, the ceiling decorated plaster panels. These
rooms will have large sidelights or square opening windows.
The dining saloon will have a handsome decorated well
overhead, as will also the music-room ; the smoke-room has
a handsome skylight, and the divan two skylights. The
fir.st-class state-rooms include a number of single-berth rooms,
with cot beds. Special attention has been given to the
ventilation, both natural and mechanical. The second-class
accommodation includes smoking-room, music-room and
dining saloon, the last named extending the whole breadth
of the vessel and seating about 200. The arrangements for
working ship and cargo will be of the most approved type,
including ten hydraulic cranes, anchor crane and steam
windlass. The steering gear is of the Ijuilders' well-known
make, and capable of being worked by telemotor from
flying bridge. The vessel has large insulated cargo holds.
She will be fitted throughout with electric light, and provided
with an installation of wireless telegraphy, the Marconi
house being on the Promenade deck near the officers' house,
the captain's house being on the boat-deck above the officers'
quarters. The Maloja wi'l have two sets of quadruple-
expansion engines arrange ' on the " balanced " principle,
also constructed bv Messrs. Harland & Wolff, Ltd.
TRIAL TRIPS.
Perdiia. — On November 8th. the trial trip was run off
Sunderland of the steamship Perdita. built to the order of
the South Wales and Liverpool Steamship Company (Limited),
of which Messrs. Robert Gilchrist & Co.. of Liverpool, are
the managers, for their trade between the Mersey and Bristol
Channel ports. The vessel is the second built for the company
at Alloa. In hull and machinery her equipment is in all
respects thoroughly up-to-date. She carries 660 tons, and
promises to steam 1 1 knots in ordinary weather. This vessel
was launched on November': 5th.
Maianbar. — On November 12th, the twin-screw passenger
and cargo steamer Maianbar, built at .'^rdrossan for the
North Coast Steam Navigation Company, Sydney (N.S.W.),
ran trials on the Clvde. The vessel, which has been con-
structed to the British Corporation special survey and Board
of Trade passenger certificate, is intended for the Sydney
and Manning River trade. The machinery was supplied
from Glasgow. The trials proved satisfactory, all the essential
requirements of speed, carrying, and draught being fulfilled.
The vessel leaves for Sydney, via the Suez Canal, on Thursday.
Syndic. — On November 15th, the screw steamer Syndic,
liuilt Ijy the Blyth Shipbuilding and Drv Docks Co., Ltd.,
for Messrs. The Syndic Steamship Co., Ltd. (Messrs. Isaac
B. Pearson & Co., Glasgow, managers), was taken to sea
for trial. Triple-expansion engines of good power have been
fitted by Messrs. The North-Eastern Marine Engineering Co.,
Ltd., Wallsend, cylinders 23, 38 and 62 in. by 42 in. stroke,
working at 180 lbs. pressure. The representatives of owners,
builders and engineers on board were highly satisfied with
the performance of both ship and machinery, good results
being obtained. For Launch, see November issue. A
Cochran (.Annan) donkev boiler, with patent seamless furnace,
has been supplied and fitted.
Escrick. — On November 36th, the handsome steel screw
steamer Escrick, which is the nineteenth vessel built by
Messrs. Wm. Gray & Co., Ltd., to the order of Messrs. The
London and Northern Steamship Co., Ltd. (Messrs. Pyman
Brothers, London, managers), was taken to sea for her trial
trip. The hull and machinery have been constructed under
the supermtendence of Mr. R. T. Rutherford on behalf of
the owners, and that gentleman witnessed the trial trip,
which was in every way satisfactory, an average speed of
II knots being maintained. For Launch, see November
issue.
Francisco. — On December cjth, the finely-modelled screw
steamer Francisco, built by Messrs. The Northumberland
Shipbuilding Co., Ltd., Howdon-on-Tyne, to the order of
Messrs. Thos. Wilson, Sons & Company, Ltd., Hull, for their
Atlantic trade, left the Humber to undergo her official trial
trip. Triple-expansion machinery 28 in., 45! in., 76 in. by
54 in., of special design and construction, has been supplied
by Messrs. Earle's Shipbuilding and Engineering Co., Ltd.,
Hull, with three extra large boilers working at a pressure of
180 lbs., and fitted with Howden's system of forced draught.
The trial trip proved in every way satisfactory, and a speed
of 12 knots was easily obtained, .\mongthe guests on board
were the following ;— Mr. R. Duguid, Mr. W. S. Hide and
Captain Jones, representing the owners : Mr. J. Graham and
Mr. E. Graham, representing the shipbuilders ; and Mr.
W. H. Tyacke, representing the engine builders. For Launch,
see November issue.
Strathardle. — Recently the new steamer Strathardle, built
at Dumbarton, ran trials on the Firth of Clyde. The vessel,
which has been constructed to the order of Messrs. Burrell
and Son, Glasgow, was engined at Glasgow. During the
trial everything worked satisfactorily.
AscaniUS. — On December 21st, the new twin-screw steamer
Ascanins left Belfast Harbour, and proceeded to Carrick
Roads for adjustment of compasses, after which the machinery
tests, and speed trials over the measured mile course in Belfast
Lough took place. These trials proved thoroughly satis-
factory, the result exceeding the specified requirements.
The vessel afterwards proceeded to Glasgow to load cargo,
and will leave that port in the course of a few days, calling
, at Fishguard to take passengers on board, for the initial
I voyage to Australia. For particulars of Launch, see Decem-
ber issue.
BOARD OF TRADE EXAMINATIONS.
Note — iC denotes First Class : 2C Second Class.
November i
Allen, A. R. ..
Barclay, E. E.
Barker, C.J . .
Corbett, J
Craske, C ....
Finney, E. B. . .
Fleming. A. R.
Gatland, .\. L.
Guthrie, T.W.P
Herbertson, T.
Hilling, F
Hunt, H
Hyde, J. B
Lawson, F
Lochhead , W . S .
M'Aulay, C A.
Mitchell, J
M'Laren, R. H.
Rankin, A. B.. .
Rankin, J. A. . .
Roddick, W. R,
Smythe, .\. E.
oth, 1910.
iC N. Shields
2C Liverpool
2C London
2C Liverpool
iC Liverpool
iC London
iC Greenock
iC London
2C Liveipool
iC Greenock
iC Hull
iC N. Shields
2C London
iC N-Shields
2C London
2C Liverpool
iC Greenock
iC N. Shields
iC London
2C Greenock
2C London
2C London
November 17th.
Alexander. H. S. 2C Glasgow
Bonar, J. M. .. iC Leith
Byrie. A 2C Glasgow
Campbell, R. R. iC South'ton
Chappel, W. J. iC N. Shields
Cleave, T. C. . . iC Plymouth
Clement, O. A. iC Glasgow
Cox, A. J
Crichton, J . . . .
Crofton, M, P.
Crumley, R
Date, H
Davies, A. B . .
Digman, H. . .
Fleming, A.
Goding, J. W.
Gregory, F. E.
Gunsto'n, R W.
Holdforth,E. H
Hope, W H. ..
Hutton, R
Innes. D
Kahlcke.R.G H
Linton. H
Lochhead, .A . .
Love, F E
Martin, H. M'L
Meares, R B. . .
M'Ghie. W. S
Mitchell, W. R
M'Naughton, D
Moi--, C
Munro, J
Newman, L. A.
Payne, C. A. . .
Prior, L. C. ..
Ratcliffe.C.C.A
Reay, T. M. .-
Smith, D. ...
2C Cardifi
2C Glasgow
iC W. Hart'l
iC Barrow
iC South'ton
2C Cardiff
iC N. Shields
2C Cardiff
iC W. Hart'l
2C N. Shields
2C Cardiff
iC W Hart'l
iC W. Hart'l
iC Leith
iC Leith
2C Glasgow
iC Leith
2C Glasgow
2C Barrow
2C Glasgow
iC Barrow
2C N. Shields
2C W. Hart'l
iC Glasgow
2C Liverpool
2C Glasgow
2C South'ton
2C Cardiff
iC South'ton
. 2C South'ton
iC N. Shields
. 2C Cardiff
240
THE MARINE ENGINEER AND NAVAL ARCHITECT.
January, 1911.
Board of Trade Examinations— co»/jn«<rf.
Smithson. J. B. 2C W. Hart'l Hulett, C. G. .. 2C London
Spawls, J. H. . . 2C W. Hart'l Jaraieson, S. F. 2C Aberdeen
Stokoe, M. B, . . iC N. Shields Johnston, W. H. iC Liverpool
Thompson, CO aC London Kelly. T. W . . 2C Liverpool
Thompson, J. P. iC N Shields Livingston, A. iC Greenock
Tims, F. W ..iC London Mackenzie, C. iC Bristol
Walker, E. R-.. iC N Shields Marshall.] iC N. Shields
Walliker, A, . . 2C Cardiff Martin, B. M... iC Greenock
West, T iCW. Hart'l Maynard, F. F. iC London
Winn, C. A. B. iC Cardiff Miller. R 2C Greenock
Woods, H 2C Cardiff Morrow, W. T. iC Liverpool
Murphy, J B. 2C Liverpool
November 24th. Oakes, D iC Liverpool
Bate, J. S 2C Liverpool Parker. .A. R. . . 2C Liverpool
Bentley, J W. P, 2C Greenock Pattinson, G E. 2C N. Shields
Broiigh, H. F. 2C N, Shields Primrose, S. D. iC Greenock
Charlton, J iC Hull Rae, J 2C Liverpool
Ching, J.TL. iC N. Shields Sanderson, T. P. iC N Shields
Cooper, G. A,.. iC Aberdeen Shand, j iC N. Shields
Crighton. W. . . 2C Sunderl'd Shevlin, P iC Greenock
Dart, S. J 2C Bristol Snowdon, W. .. iC N, Shields
Dench, A, E . . 2C Liverpool Stephenson, E. 2C Sunderl'd
Devonald, H. J. 2C Bristol Stewart, J 2C Greenock
Edwards, G. ..iC Bristol Taylor, W. M. 2C Londn'ry
Ekbery, j. C. .. 2C Liverpool Thomas, A. C. iC N. Shields
Fitzgerald, A... iC Hull Weir, J iC Liverpool
Forbes, R 2C Sunderl'd White, J. W. . . iC Sunderl'd
Ford, R. W. R. iC London Whitehead, CC iC London
Gardiner, W.C. iC Aberdeen Wilson, A. E,.. iC N. Shields
Harris, S. M. .. iC Greenock Young, J iC Greenock
Hobson, R iC N. Shields
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P. Alexander &■ Son, Chartered Patent
Agents, 306, High Holborn. London, W.C.
17,388. Ships' Course-Recorders. Should the ship deviate
from its course, one of a scries of points c on the compass
card contacts with one of two terminals g, h to close the circuit
of one of the two relays /, k and thus energize one of the mag-
nets p, r, which acts on the correspondmg disk w or )• to
cause a braking action in one of the two sets of gearing t,
u, so that differential action takes place autl the shaft 4 is
positively rotated ; the indicating-arm 5 therefore moves
over the recording-drum, showing that deviation has taken
place. If this deviation is continued for a certain time, or
increases to a predetermined extent, the end of the arm 5
contacts with a stop 9 or lo to complete circuit and give an
alarm.
17,389. Sllips' Course-Recorders. The compass card a
carries a diametral metal b.ir h with depending metal pins c
at its ends, which, when a course is set, lie midway between
metallic blocks e, f included in two circuits, equally energizing
magnets g, h, a circuit being completed from the bar b through
the liquid in the bowl. When the ship deviates from its
course, the circuits become unequal and one of the disks /, m
>K>—
included in two trains of clock-work gearing/, k is magnetically
braked more than the other, so that the shaft 0 is positively
driven in one direction or the other, and the stylus carrier r
is traversed along the worm p, the stylus s marking the
travelling record-sheet. An alarm is sounded if an arm
projecting from the carrier r contacts with either of two
stops u.
19,205. Ships. Ashes, discharging. — Relates to an
apparatus for discharging ashes, etc., from ships, of the kind
in which a rotating compartmental valvular ilevice as des-
cribed in Specification No. 12,605, A.D. 1904, alternately
receives a charge of ashes and delivers the same to a stream
of water the motion of which is due to a centrifugal pump
as described in Specification No. 2326, A.D. 1908. According
to the present invention, air or gas is supplied to the valvular
device or the discharge pipe at a pressure sufficient to keep
the water in the discharge connection from rising towards the
valvular device. Ashes pass through a grating a to crushing-
rollers b, and are intermittently delivered to a rotating hollow
plug d working in a casing /. The filling and discharge port c
is alternately presented to the opening of the hopper c and
to a discharge pipe /, which opens to a duct g through which
a stream of water is maintained by a pump. Compressed air
is delivered to the interior of the plug from a pipe I and a
port h through a port m, which is arranged in advance of
the discharge port e. After the charge of ashes and com-
pressed air has been delivered, the exhaust is carried off
through a port n. In a modification, the compressed-air
supply is connected to the discharge pipe /. In this case,
the air supply is regulated by a spring-controlled valve o,
which is opened during every revolution of the plug by a
cam (7 on a gear-wheel.
February, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
241
The Marine Engineer
And Naval Architect.
LONDON, FEBRUARY, 191 1.
THE DECLARATION OF LONDON.
JT is seldom that a subject which is at the same time
of National importance and of interest to the
British mercantile world, has aroused such wide-
spread ami deep interest in a short time as has what
is called the '' Declaration of London." In view of
the distribution of this Journal to all parts of the
civilized world, we venture to think it will be a matter
of considerable interest to our readers to have infor-
mation on the matter, both as to what the " Declara-
tion of London " is, and the views of those deeply
interested in shipping matters in this country. It will
'be remembered that in 1907 at the Hague Conference
the question of setting up an International Prize
Court was dealt with, and the "Declaration of
London " is a compilation of rules drawn up by the
representatives of the ten leading Naval Powers, who,
at the close of 1908, met in London on an invitation
given by the British Government. The purpose,
therefore, of the Declaration is to provide the Inter-*
national Prize Court with a system of law on which it
can regulate its proceedings and the Declaration em-
bodying the rules was signed in the early part of igog.
As in all matters of this kind as far as our own
country is concerned, in order to give practical effect
to the proposal, it is necessary that an Act of ParHa-
ment should be passed which will at once abolish the
independence of the old and time-honoured British
Prize Court and set up a new court altogether. This
new court is to consist of fifteen judges, of whom only
one is British, while countries such as the Nether-
lands, Norway, Greece, Argentine and Columbia are
entitled also to one judge apiece. The legislative pro-
visions for effecting the change are contained in the
Naval Prize Bill, which the Government introduced
in the last Parliament, and which it is intended shall
be debated during February on the re-assembling of
the House of Commons. Judging from the resolutions
that have been passed all over the country by
Chambers of Commerce and the various shipping
associations, the dangers of the proposal are fuly
appreciated, and it is clearly recognised that if the
Naval Prize Bill becomes an Act of Parliament, so
that the " Declaration of London " is ratified, serious
harm will be done, as it is firmly believed that His
Majesty's Navy will be placed at a most serious dis-
advantage in any future war in which it may be in-
volved. The main objection may be summed up in
the words " National Starvation " and the grounds
upon which this view is based are well set out in the
views expressed by some of the Chambers of Com-
merce. It is held that the Declaration has been
framed without sufficient. regard to the fundamental
difference between the situation of Great Britain and
that of continental countries. It must be remembered
that Great Britain produces only about one-fifth of
the wheat she consumes, and consequently has to
rely for the remaining four-fifths upon sea transport,
as well as for a large proportion of the other neces-
saries of life. Foreign states are to a large e-xtent
self-supporting, and are in the position of being able to
make up any food deficiency either from adjoining
states or by land conveyance from neutral ports. To
make the matter clear we will now refer to the
language of Article 34, which appears to be the one
to which so much objection is offered, and it will be
admitted that the language is decidedly ambiguous,
particularly on the ground that the presumption of
" Hostile Destination " is raised : — By .-\rticle 34 if
the goods are consigned (a) to enemy authoriti' s ; or
(b) to a contractor established in the enemy country
who as a matter of common knowledge, supplies
articles of this kind to the enemy ; (c) to a fortified
place ; or (dj other place serving as a base for the
armed forces of the enemy, they are contraband of war.
Explanations have been given on questions raised
on this clause by Sir Edward Grey, the Secretary of
Foreign Affairs, and it would appear that on the one
hand, either the critics are labouring under serious
misapprehension as to the effect of the Declaration, or
on the other hand, the Foreign Secretary himself
must be labouring under a serious misapprehension
as to what the real interests of the traders in this
country are. When matters are being discussed from
theoretical and practical standpoints, the average
man in considering trade matters usually takes the
practical side rather than the theoretical, whatever
apparent advantages may appear on the face of the
theory. So much of the criticism has been concen-
trated on the matter of food supply in the time of war,
that a perusal of the report of the Royal Commission
on Food Supplies is distinctly useful in investigating
the wide possibilities of a food panic in this country
in the event of Great Britain being engaged in a war
involving our home waters. Mr. Douglas Owen, in a
paper read last month before the Royal United Service
Institution, dealt with the subject in a very compre-
hensive manner. He pointed out that if the Declara-
tion of London becomes law our enemy would have
an altogether new and deadly weapon to use against
us, namely, the cutting off" of our food supplies. By
carefully choosing his time, his fast cruisers and con-
verted mail steamers would advertise their presence
oflf the ports from which corn is shipped to us and on
the trade routes which such shipments follow, resulting
in a general panic, and one among shippers particularly.
In this way trade would be brought to a standstill and
the duration of the stoppage would depend upon the
effectiveness of our patrol and preventative measures,
which in itself is an all important nratter.
242
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, iqii.
The Glasgow Shipowners' Association point out
very forcibly that the position of this country differs
so materially from that of the other signatory powers,
as almost to create a presumption that what may be
beneficial to them must be prejudicial to us. There
is no doubt that the Glasgow people have a fear
that the estuary of the Clyde may be held to be
in itself a base as defined under section d of article
34, quite apart from the fact, that there is a railway
connection between Glasgow and the naval base upon
the Forth. Hitherto it has always been contended
by the Authorities here that food carried in a neutral
ship is never liable to seizure when it is not being
directly transported to a hostile fleet or a beleaguered
fortress. It would seem, however, to be clear from
the wording of article 34, that it can be properly seized
when it is consigned to the enemy's authorities, to a
trader in the enemy's country, to a place which is
fortified or to a place which serves as a base of the
forces of the enemy. If this article means anything,
it means that the permission is granted to seize, during
war, food consigned to any British port of any size.
It has been contended in the past that there is
reasonable ground for saying that the intervention of
powerful neutral powers would be made, should such
-a thing occur, as for example, the sinking of neutral
ships carrying food to England by the action of
German warships. Under the Declaration, however,
this could not legally take place, as the hands of such
neutrals would be tied in advance. To show the
■disparity thus created, it is obvious that the impor-
tation of food to Germany would remain absolutely
secure, for it need only be shipped through a Belgian
■or Dutch port and could not be then interfered with.
The subject requires to be examined from a broad
standpoint, and although there may be weak features
in the Declaration it must be acknowledged that there
are certain distinct advantages. Among these we
may point to the inclusion of the list of materials
which are to be free, viz. : — the raw materials utilized
in nearly every one of our great national industries. It
appears to be clear that in no possible circumstance
can these materials be declared contraband under the
Declaration. This feature has been emphasized by
the Liverpool Steamship Owners' Association, who
support the Declaration, as it is considered by them to
be a distinct gain, for in their view, the Declaration,
while fully upholding the belligerents, establishes a
code to take the place of more or less indefinite usages
which have hitherto given rise to so much doubt and
controversy. Still the main ground of objection remains
and is strongly sympathised with by our Australian
Colonials, who propose to submit at the coming
Imperial Conference the rejection of Articles 48 to 54,
and the omission of food stuffs from Article 34. It is
to be hoped that the House of Commons will not
commit the country to any definite action under the
Naval Prize Bill, to which the Declaration is ancillary,
until after the Imperial Conference is over, when the
discussion in the House of Commons can be carried
out with a more satisfactory conclusion than would
otherwise be the case. It seems to us to be of the
utmost importance that the reasons drafted by the
London Chamber of Commerce should receive the
most careful attention of His Majesty's advisers before
any irrevocable action is taken. These reasons are so
well set out that we give them hereunder in full : —
I St. That the effect of the Declaration is to alter
the law of nations as hitherto maintained in a manner
entirely unprecedented, and to expose to capture or
deliberate destruction food supplies borne to any port
of Great Britain in neutral vessels.
2nd. That the absence of any provision in the
Declaration for preventing the conversion of merchant
vessels into commerce destroyers on the high sea,
constitutes a valid reason for praying His Majesty's
Government to decline to ratify the Declaration or to
proceed with the Naval Prize Bill.
3rd. That the admission of the principle of destruc-
tion of neutral prizes would be in the highest degree
prejudicial to the interests of this country.
Just before going to press an announcement has
been made that the Government have decided to post-
pone the discussion of the Naval Prize Bill until after
the meeting of the Imperial Conference, which is to
take place in the summer.
The Government are very wise and to be con-
gratulated on taking the only really practical course
after the wide expression of public opinion, not only
at home, but from the Dominions. At the same time
it is a distinct change of front, as so late as November
19th last the Ministry stated in Parliament that it
was impracticable to consult the Dominions on the
matter.
NAVAL CONTRACTS.
IN accordance with the promise made when the
Estimates were presented, the Admiralty have
now placed contracts for the building of all the
fighting ships in the programme of the financial year,
1910-11. Two out of the five armoured ships, and
three of the fi\'e protected cruisers, were allotted for
construction to the public dockyards. The former
ships are the King George V. and Centurion, which
were officially begun at Portsmouth and Devonport
on January i6th; while the cruisers are the Active,
which has been in hand for some time at Pembroke ;
the Amphion, which will succeed the Active on the
slip next month, and the Chatham, the keel plate of
which was laid at Chatham Dockyard on January 3rd.
The vessels to be built by private firms comprise the
battleships Ajax, for which the Scott's Shipbuilding
Co^ have secured the contract, and Audacious, which
will be constructed by Messrs. Cammell, Laird lSc Co.,
with a large armoured cruiser, ordered from the
Februkry, I9II. THE MARINE ENGINEER AND NAVAL ARCHITECT^
243
Palmer's Shipbuilding Co. The two contract-built
cruisers in the programme will be called the Dublin
and Southampton, and they will be constructed by
Messrs. Beardmore & Co. and Messrs. Cammell, Laird
and Co. Contracts for the destroyers in the estimates
were signed last summer, while the submarines as
usual will be divided between Messrs. Vickers, Sons
andMaxim.andChathamDockyard. .'\ special feature
of the programme was the number of auxiliary craft
which it contained. These included a submarine
depot ship, which the Scott's Shipbuilding Co. are to
construct, two submarine tenders, to be built by
MessrsCammell, Laird cV Co., a salvage steamer, in-
tended especially for use with submarines, which has
been ordered from the Vickers firm, and a coastguard
cruiser, surveying vessel and two additional floating
docks.
The work represented by these contracts is con-
siderable in volume and important in character. The
igio-ii programme was not such a heavy one as that
of 1909-10, as it contained five instead of eight armour-
ed ships, and five cruisers instead of six. Hut taking
into consideration the warships ordered for the Colonial
Governments during the past twelve months, and also
the number of auxiliary vessels to be built, it will be
found thatthetonnageof newconstruction begunduring
the present financial year quite equals that of the
naval work put in hand in 1909-10. At the present
time, there are fifteen armoured ships, twelve protected
and unarmoured cruisers, forty-three torpedo boat
destroyers and a number of submarines building or
ordered to be built for the British Empire. Taking
only vessels of the largest class, there has never been
such a large number in hand at one time since the
period for the building and completion of an armoured
ship was fixed at two years. That the amount of
work involved in these heavy programmes of the last
two years can be undertaken without putting any
strain upon the private shipbuilders and manufacturers
of war material — which are even able to accept foreign
contracts, as the Japanese cruiser building at the
Vickers yard shows — is a striking testimony to the
resources and capacity of Great Britain in this direction.
It is noteworthy in this connection also that of the
four British concerns which are now capable of sup-
plying all the component parts of a battleship without
going outside their own establishments, viz., Messrs
Vickers, Sons& Maxim, Messrs Armstrong, Whitworth
and Co., Messrs Beardmore & Co., and the firms in the
Coventry combination, — only Messrs Cammell, Laird
and Co. of the last-named group, have received an order
for an armoured vessel of the 1910-1 1 programme. The
two other firms associated with the Coventry Ordnance
Works are each constructing a Colonial "Dreadnought,"
while the firms of Armstrong, Vickers and Beardmore
each have a battleship of the igog-io programme.
Messrs Cammell, Laird & Co. are now constructing a
battleship of the " Dreadnought" type for the first time,
and their entry into the lists brings up the number of
British firms who have built or are building "Dread-
noughts " to nine.
The Worshipful Company of Shipwrights. — Tlie
Master, Professor J. H. Biles, LL.D.. the %yell-known occupant
of the chair of Naval Architecture at the Glasgow University,
entertained the members of the Court of Assistants of the
Company and some friends to dinner at the Grand Hotel,
Trafalgar Square, on January 23rd. Among those present
were Dr. Clement Godson, M.D., V.D., ist Warden ; Mr. J.
Bell White. 2nd Warden ; The Right Hon. Sir Edward
Clarke, K.C.. P.C, 3rd Warden ; .Alderman Sir WilUam H.
Dunn. 4th Warden ; Lord Brassey, Pastmaster ; Rear
Admiral Tupper, Sir William H. White, K.C.B., F.R.S.,
Sir Philip Watts. K.C.B., F.R.S.. Director of Naval Con-
struction ; Mr. Hugh Drummond, Chairman of the London
and South Western Railwav ; .\lderman Sir Joseph Savory,
Bart., Pastmaster ; Mr. J. H. Narbeth, M.V.O., Mr. Archibald
Denny, Mr. James Denny, Mr. Stanley Keith, the Master of
the Wor.shipiul Company ot Skinners ; Mr. H. W. S. Baden-
Powell. K.C., The Hon.'T. A. Brassey, Lieut. J. Hay, R.N.,
Mr. J. McKechnie, Mr. R. R. Bevis, Mr. Thomas Bell, Col. J.
Saxton White, the Rev. A. R. Clemens. Chaplain ; Mr. A. J.
Fells, Mr. J. Wrench Towse, Col. T. Davies Sewell, F.R.A.S.,
Treasurer ; -Mr. Harry Brittain. Mr. E. P. Clarke, Mr. J. H.
Biles, junr. , and Mr. H. W. Sewell. Acting Clerk. Lord
Pirrie and Mr. H. T. Bailey, Pastmaster, had attended the
Court ill the afternoon. Init were unable to stop to the dinner.
The Master, in proposing the toast of the new members of
the Court who had lieen elected at the meeting held earlier
in the day, said, that it was with great pleasure he had to
announce that Mr. Hugh Drummond had been elected to
fill the vacancy caused by the death of Sir Charles Scotter,
who had for so many years been a prominent and inde-
fatigable member of the Court and a Pastmaster. The
Hon. Charles .\. Parsons was another member elected, whose
fame was world-wide, and whose name would go down to
posterity and be bracketed with that of James Watt m the
history of marine propulsion, while the third new member
elected was Mr. Charles E. Ellis, Managing Director of that
well-known firm, Messrs. John Brown & Co., Ltd., who had
so large an interest in British Shipping. Mr. Hugh Drummond
in responding said, that he was proud to be elected as a
member of the Court of this ancient Guild, the Craft it
represented being one of the oldest in the world. Lieut. -Col.
the Hon. T. -A. Brassey proposed the health of Sir Philip
Watts, who had that day been electetl 4th Warden, and who
would be admitted to office at the next Court on the retire-
ment of the present Master. The Master proposed the toast
of the new Livery, coupling with it the names of Mr. R. R.
Bevis, Mr. J. McKechnie, and Mr. Thos. Bell, these gentlemen
having been formally admitted to the Livery by the Court
that day. Sir Joseph Savory, Bart., Pastmaster, proposed
the health of the Master and alluded to the splendid work
done for the Company during his year of ofhce. The toast
was received with enthusiasm. The Right Hon. Sir Edward
Clarke, K.C., proposed the health of Lord Brassey, to which
his Lordship suitably responded. At the Court meeting
previously mentioned, among other business transacted,
grants were made to the Educational Trust Fund of the
Company, which provides scholarships and prizes to the
students of Naval .Architecture at various educational centres
throughout the United Kingdom, also to the I^'usion Fund
for assisting the Widows of Freemen and Liverymen of the
Company. __^
The gold emblem of New Zealand has been awarded by
the Australasian Institute of Marine Engineers to Mr. F.
Reddaway. of Pendleton, Manchester, who has also been
elected a Hon. associate of the Institute in recognition of his
kind liberahtv in presenting for the entrance hall of the
new building erected at Wellington, a bronze figure which
has been much admired and appreciated by the members.
The presentation is to be made by Sir Wm. Hall Jones, High
Commissioner of New Zealand, and arrangements are in
hand to make the presentation at the premises of the Institute
of Marine Engineers, 58, Romford Road, Stratford, on
Friday. February 17th, on the occasion of one of the popular
Bohemian concerts.
244
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, iqii.
COMBINED COOLING AND SCAVENGING
SYSTEM FOR FOUR-STROKE CYCLE
INTERNAL COMBUSTION ENGINES.
THE method of scavenging the cyhnders of gas engines
by the aid of compressed air, after the combustion
stroke, is receiving increased attention owing to the
very satisfactory results obtained. These are largely due to
some cooUng brought about by the scavenging air, although the
object of scavenging, as now in use, is mainly to remove the
combustion products and to improve the fresh charge. Such
simple requirements are fairly well satisfied by blowing air
into the cylinder from any convenient spot.
The system to be now described is the invention of Mr.
] J Ruckstuhl, of lOA, High Street, Stockport, and is
mamiy intended lor cooling the working parts, but affords
at the same time all the advantages of scavenging m an
improved manner and to an increased degree.
The principle can be better gathered by reference to Fig. i
of the adjoining diagrams, where a is the engine piston, b a
hollow rod starting from the head of the piston and ending
in an air piston c. which works in the air cylinder d. The
pump cylinder is supported by the frame of the engine in
any suitable manner.
In Fig. 1 the piston is at the end of the compression stroke,
on the following explosion stroke the air piston or plunger
draws a charge of air into the pump cylinder through an
inlet valve provided at e. On the exhaust stroke the contents
of the pump cylinder are forced through the hollow plunger
to a dehvery valve provided at the head of the piston, and
thence into' the engine cylinder. The cooling action is
terminated at the completion of the exhaust stroke.
The inlet valve on the engine piston may be automatic,
but as its actuation does not involve any more complication
than a valve on the engine, it is preferable to operate it
mechanicallv. If the valve is automatic, it is opened by the
air pressure and closed by the tension of its spring, eventually
assisted by the weight of the valve. ^ , ,,
The engine piston which was left cooled at the end ot the
exhaust stroke will now complete a cycle with the compres-
sion and combustion strokes. As no air should be supplied
into the cyhnder during this time, the air inlet valve must
remain open, whereby the pump is put out of action. It
would be convenient to control this valve from the half-
speed shaft. However, idle strokes of the pump must be
avoided, and the arrangement shown in Fig. 3 is one method
to this end. , , 1 i-
Fig. 3 shows two engines so arranged that the exUaust
stroke in one coincides with the compression stroke m the
other. These two engines actuate a common pump by two
hollow plunger stems, each of which is fastened to an engine
piston. The contents of the pump cylinder are delivered
at every in-stroke to the piston, which is on the exhaust
stroke. " Should it be necessary, the puni]) cylinder could be
convenientlv made of larger capacity than one engine cylinder,
for instance' if the pump had double the capacity of an engine,
its diameter would only increase by about one-third.
From the above arrangement it can be seen that by con-
necting the single air cylinders of any t\vo engines (working
in unison like the above pair) the total contents of both
separate air pumps are alternately fed into the engine cylinder
when the piston is on the exhaust stroke.
The air pump may also be combined with the piston rod
in such a manner that the plunger fitted to the outer end ol
the piston rod serves as a crosshead for the connecting rod.
In a further variation the air is drawn in the outer chamber,
then forced (during an out-stroke of the piston) through a
valve provided in the plunger, into the inner chamber. As
this latter is smaller in capacity by the volume displaced by
the plunger stems, the air is under slight pressure at the
commencement of the exhaust stroke.
The mode of distributing or spraying the air in the engine
cylinder is of considcrabk' importance for the cooling efficiency
o'f a given volume of air. The cooling eftect would be least
if the air was simply blown in the middle of tlie cylinder.
To bring about sufficient cooling, such an inefficient distribu-
tion would require a comparatively large volume of air.
It is desirable to obtain the required cooling effect with a
small volume of air. as the size of tlie pemp and the power
it absorbs will be accordingly smaU. To this end the air
should be brought in close and uniform contact with the
heated particles of the inside face of the cyUnder. The
volume of air necessary may also be adjusted by imparting
to It a smaller or greater amount of moisture.
If the air enters behind a valve of the mushroom pattern,
it will be readily deflected on to the walls ; the shape of the
valve and the seating may be somewhat corrected to suit
these conditions. An annular deflector, as shown in Fig. 3,
may be added, but it is not certain whether the result will be
improved. Another spraying arrangement is shown in Fig.
2, where the inlet valve is enlarged to form a shield covering
almost the whole cross area ol the piston. In a further
most efficient variation the air is forced through boxes or
tubes radiating from a central position and ending near the
periphery of the piston. In this arrangement an annular
valve may serve as deflector.
The first question to be considered now is, " Will the
.system described ensure proper working conditions, that is,
will it adequately lower the inside surface temperature, after
the combustion stroke and maintain a low level until the next
combustion takes place ' "
The surface of the walls of the combustion chamber and of
the adjacent parts will have acquired during combustion a
temperature of from 2000° to 3000° F. This surface tempera-
ture gradually falls during the expansion, because part of the
heat IS transferred to the body of the metal and part is
returned to the expanding gases. Evidently the surface
temperature of the metal cannot differ much from that of the
gases with which it is in contact. .At completed expansion
the front section of the cylinder will have a surface tempera-
ture somewhat abo\e, and the rear section one below the
temperature of the e.xpanded gases. .A.t the same time the
metal forming the front part of the cylinder may be more
heated in the body than on the inside surface, whilst the
reverse will be the case with the metal forming the rear
section. It follows that the cooling action must be parti-
cularly rapid in the front part of the cyhnder, where it may
be necessary to cool the body of the metal to a certain depth.
When the exhaust port is opened the cooling action begins
first with the reduction of the surface temperature of the metal
resulting from the reduced pressure. At about the same
time or little later fresh air enters from the piston ; the
temperature should now be reduced sufficiently to prevent
it from again rising above 700° F., the flash point for lubri-
cating oil. until the next combustion takes place.
The air. as it issues from the piston, is sprayed evenly
on all areas swept by the piston (except the extreme rear
areas) and every particle of the cylinder working face is
thereby cooled by an equal volume of fresh air. The air
takes up naturally heat during its whole passage through
the cylinder ; the volume of air entering during the early
part of the stroke takes up heat from a larger area and during
a longer time than the air entering towards the end of the
stroke. The front areas of the cylinder are thereby cooled
in the first instance by currents of air which have already
acquired some heat, and these parts are thus prepared for
subsequent direct cooling with their partial volume of
fresh air. The cooling effect increases gradually in intensity
from the rear end to the front end in the cylinder, at about
the same rate as the need for cooling increases.
If the cooling air is at 6o°F. the surface temperature of
the metal will be reduced to about 100° or aoo^F. ; the effect,
however, is only momentary, especially where the body of
the metal is overheated, and as soon as the cool air is removed,
the temperature on the surface will again lie raised by the
heat returning from the inner strata of metal, but the tem-
perature cannot obviously reach the same level as it was
before cooling, because part of the heat is removed. In addi-
tion the relatively cool piston makes contact with the cylinder
face and deposits a film of lubricating oil. Nevertheless, the
quantity ot heat absorbed by the cold air should be such
that the return flow of heat does not produce an excessive
temperature on the working face, before the piston on its
suction stroke again uncovers it to the cooling action of the
fresh charge. The danger of overheating after the cooling
stroke would probably be confined to the areas immediately
adjacent to the combustion chamber. There areas, however,
are uncovered to the cooling action of the fresh charge almost
immediately after the cooling stroke. The fresh charge has
an ai^preciable cooling efficiency, because it consists of part
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
245
of the air used for cooling at. perhaps, 200 °F., and the fresh
combustible mixture at about 6o°F. The temperature of
this charge being considerably lower than that of a charge
consisting partly of combustion products, considerable after-
cooling may be' obtained. .Any heat absorbed now adds to
.'Jj
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quit > } > > "t'tiiJIlU fUZ.
i
•^zzzzzzzzzzzzzzzzzzzxxzz
1 1 _
< ^ ' ^ ■ ' ^ ^ ^ ^ •■
IS'.'sV\'>^^'<^'
\0/
Fig. I-
the energy of the next combustion. The proper surface
temperature is obtained without thoroughly cooling down
the metal, as is the case in a water-cooled engine. In spite
of this the danger of overheated walls is avoided, as during
about 2\ strokes (half the exhaust and the whole suction and
■compression strokes) the clearance space is filled with air
or gas at a low temperature, whilst the''period of excessive
heat only occupies the time of about ^-stroke or ^th
t)f a complete cycle.
V V \ V. ^\-
0/
y^j////////////f/wjf///////////.
1^MJM////ji/w/Mw//rr7
^JL
The volume of air required for cooling will depend to a
very large extent on its condition. For low combustion
temp2ratures a volume of atmospheric air equal to the
capicity of the engine cylinder will probably be quite ample.
For severe! heat conditions the air may be saturated with
moisture by simple means, whereby its cooling efficiency can
be increased from four to six times.
Fig. 3-
The cooling action can be improved considerably by
opening the exhaust port about one-eighth before the end of
the exhaust stroke, whereby the pressure is already reduced
to atmospheric pressure when the cooling action begins. In
addition a volume of air compressed in the outer pump
■chamber may be blown in the cylinder near the end of the
e.xhaust stroke. The latter expedient is only recommended
where it is not convenient to moisten the air.
Ne.xt in importance is the question of what advantages
the system under discussion affords to balance the greater
complication in the working parts involved by its application.
The most obvious advantage is that of a saving in fuel,
or increased thermal (^Hiciency, due to the small quantity of
heat wasted for cooling purposes. Another advantage is
increased power for a given size of engine.
The cpoling action begins after completed expansion, at a
moment when the actual heat cycle is completed and about
three-quarters of the heat of combustion is already dispo.sed
of as power and e.xhaust loss. At the worst this cooling
system can, therefore, only waste the remaining 25 per cent,
which is contained in the metal. Of this remaining quantity
of heat the air will hardly abstract more than 20 per cent.,
probably less, so that the cooling air only wastes 5 per cent, of
the total heat of combustion. The remaining 20 per cent,
is contained permanently m the metal and disables it to
take up much heat during combustion. As has already been
mentioned, the walls impart also some heat to the fresh
charge, but this reappears in the next cycle.
A water jacket wastes anything from 30 to 40 per cent, and
up-wards of the total heat ; it is of little consequence whether
this value is lower or higher, because the exhaust loss varies
accordingly, and the thermal efficiency and power are not
greatly altered. The efficiency of a good water-cooled engine
is about 25 per cent., no matter how the heat loss is divided
between the water and the exhaust.
The accompanying table may give an idea how consider-
ably power and thermal efficiency increase if the heat losses
are reduced.
Heat Exhaust Cooling Thermal
value. losses. losses. I.H.P. efficiency
Water-cooled
1 100 parts 3 5 parts 40 parts 2 5 parts 2 5 %
Air-cooled
2 100 ,, 35 ,, 5 ,, 60 ,, 60%
3 90 ,, 35 ,, 5 ,, 50 ,, 55i%
4 80 ,, 35 ,, 5 ,, 40 .. 50%
5 75 ■. .^5 ■■ 5 .. iS ■■ 47%
6 66 ,, 3q ,, 5 ,, 26 ,, 40%
7 60 ,, 55 ,, 5 ,, 20 ,, 33%
? 55 .■ .^5 •■ 5 .. 15 .. 27%
9 50 ,, 35 .,' 5 .. 10 ,, 20%
The first example shows the distribution of the heat due to
a combustible mixture of 100 parts in an average water-cooled
engine ; 3 5 parts are lost in the exhaust, 40 parts for cooling and
the remaining 25 parts are accounted for by the indicated
horse power.
The examples 2 to 9 give the equivalent values of
I.H.P. and efficiency for mixtures varying in strength from
100 to 50 parts, burnt in an internally cooled engine in which
the cooling losses are assumed to remain constant with 5
parts, and the exhaust losses constant with 35 parts of the total
heat. As the cooling losses will not vary to an appeciable
extent here (because the cooling action begins after comple-
tion of tlie heat cycle), the constant value of 5 parts has been
taken for simplicity.
In example 2 the power is that due to 60 parts of the total
heat which brings the thermal efficiency up to 60 per cent, as
against 25 per cent, obtained for the same charge in the
water-cooied engine.
In example 4 the charge is reduced by 20 parts or 20 per
cent., and the power accordingly falls by the heat energy due
to 20 ]iarts ; the I.H.P. is therefore reduced to the value
resulting from 40 parts, which gives a thermal efficiency of
50 per cent. Although the theoretical maximum temperature
is here lower bv 20 per cent, than in example i , the thermal
efficiency is still double that of the water-cooled engine.
Even if the charge is reduced to 66 parts, two-thirds of the
original strength, the power is still above that of the water-
cooled engine, whilst the thermal efficieiKy (40 per cent.)
is still 70 per cent, higher than the thermal efficiency of the
water-cooled engine.
The above figures show clearly what splendid results are
obtained by reducing the heat losses to a small quantity.
This fact is not generally reaUzed to the full extent, and in
the endeavours to obtain high combustion temperature the
increasing heat losses for cooling purposes are often lost
sight of.
246
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
Ill the above figures no account has been taken of the degree
of compression, clearance space, and the mttialvohnne of the
charge. More advantage can be taken of these factors in
an etticientlv cooled engine, and the results may still be im-
proved for 'internally cooled engii es, more particularly if
weaker charges are used. There will also be .some external
heat losses whereby the average of 5 per cent, assumed for
cooling will slightly increase. On "the other hand, better
heat conditions can be maintained on the working parts of
air-cooled engines whereby the co-efficient of friction is re-
duced. Corrections must' also be made for the power ab-
sorbed by the air pump ; it must, however, be noted that one
pump serves for two engines, so that one engine has only
to bear half the power absorbed by- the pump.
It might appear convenient to assist the internal cooling
action bv outside air-cooling. This is hardly advisable, as
a considerable quantity of heat will thereby be wasted with
a small increase in the cooling effect, and it must be borne in
mind that the heat energy thus lost must be made good by
producing an equally higher quantity of heat in the cylinder,
whereby again the heat conditions on the working parts
become more severe and the requirements for cooling are
increased.
Although the cooling system under discussion involves
the compUcation of a pump and a valve on the piston it
presents no mechanical difficulties. To a considerable extent
the sacrifice in simplicitv is already compen.sated for by the
elimination of the water' jacket and water-coohng accessories,
with a considerable decrease in the weight and space occu-
pied. The water jacket is, of course, also a complication,
but it is now so well estabhshed that its drawbacks are
hardlv realized.
In our March issue we shall describe a new system of
internal cooling for internal combustion engines.
OIL-ENGINED BOATS.
THE success whicli attended the exhibition ol motors
and motor boats last year at Yarmouth has led the
promoters to consider and resolve upon the question
of having another this year, and at a meeting recently held
it was decided to proceed with the necessary arrangements,
and have an exhibition at Newcastle, and in order to widen
the area for inspection and show- the boats at work under
test, it was proposed to have reliabUity trials of about 100
hours round the coast, calling at fishing ports on the east
coast, so that those interested might have an opportunity of
seeing what can be done, and at the same time give engine
boat builders the advantage of showing the great progress
made in the industry and the present state of their best and
most suitable boats,' whether for fishing, commerce, or plea-
sure. We wish the promoters and intending exhibitors all
success. While those concerned in Britain are looking forw-ard
to the Tyne Exhibition, attention is al.so directed to the
proposed races in the Mediterranean along the coast of
Italy, with oil-engined boats, and ive hope and expect that
a British engined boat will not only compete but give a good
account of herself and prove the efficiency of the machinery
now m course of construction by a well-known firm in the
North. There are already several British entries among the
list of over fifty in number, embracing nine or ten Nation-
alities. We note that Messrs. Richardsons. Westgarth A Co.
have entered the field as builders of marine oil engines, while
other firms of high standing are about to follow suit, tokens
that the internal combustion engine is establishing itself in
the marine world. In the coa.stal commercial service the
Vixen appears to be doing satisfactory work. She was fitted
by Messrs. Croucher, Newport, Isle of Wight, in January,
1910. and has been running regularly since. She carries 60
tons of cargo, and the driving power is by means of a paraffin
engine, the fuel for which is said to average in cost slightly
over £s pc month. Another vessel of the fleet of w-hich
the Vixen is a unit is now- being fitted with similar engines of
the tvvo cycle type. The cost of upkeep and running expenses
of this class of engine is not much in excess of such for sails
and the gear and labour, while the manifest handiness and
independence of the motor over sail power give it an enormous
advantage in the race for success in the coastal traffic. The
firm on the Clyde at Dalmuir, which has done good and
efficient experimental pioneer work in connection with the
internal combustion engine, is now- beginning to reap a
well-earned advantage from its enterprise, and now Messrs.
Beardmore have on hand, well ad\'anced towards completion
and ready for testing, four .sets each of 60 B.H.P. crude
oil engines, built to the order of the Tampico Navigation Co..
Me.xico. These engines are designed to use a very heavy-
class of fuel oil, and are expected to show very economical
results on the service for which they are intended. The
engine builders have under consideration the manufacture
of large powered engines of the same class and type as these
referred to, and after the tests have been satisfactorily com-
pleted, it is expected that a great advance will be made in
the size and power of future engines using paraffin. Tlie
tests arranged for will be carefully w-atched, and tne results
noted,w-itha view to improve in every- possible direction the
machinerv which Messrs. Beardmore have under construction,
so that the)- can place on the market the best and most
reliable marine type oil engine. It is one of the signs of
progress in public favour that there are at present many
enquiries for heavy- oil engines for barges and for coastal
service boats, trading and fishing. The question of deck
gear or handling cargo and other purposes is forcing itself
on the attention of prospective owners and builders of such
boats, and here there is a good field for investigation and
for the designer who can w-ork out a system of power for
deck service, warping, hauling and lifting w-inches or other
machines without the aid of steam. The use ol compressed
air has its disadvantages, but these may be overcome, and
its advantages become the important factor in determining
its adoption for the purposes for which steam is at present
employed. Electrical power offers itself as a competitor,
and in connection with it there are also disadvantages to
overcome. Both systems are worth discussing and elaborating
to unfold the best and the worst points of each.
PORT JURISDICTION AND SOLICITUDE.
THE tendency of many newly constituted autho-
rities, self-constituted and otherwise, is in the
direction of seeking to coerce those who come
within their sway into a channel which they conceive
to be good for all, but frequently they overlook the
rights and privileges of others who may happen to
have a wider horizon than that comprised within their
own narrow limits. The laws of a civilized country
are framed to protect its citizens and prevent wanton
destruction of property ; the manners and customs of
a courteous people are usually of a nature to encourage
desirable residents or visitors, and so treat them that
they may carry away pleasant memories and a desire
to call again. Beside such laws and customs exists
the instinct of self-preservation and advancement,
whence spring regulations for the e.xclusion of exotic
undesirables and of goods which could be made within
the area of the country, even at greatly enhanced cost.
Beyond these again may arise opinions and rules under
which visitors are debarred under penalties from using
their own property in their own way within certain
coast limits, and here we have elements which may
not only cause undue friction, but produce retaliation
and close the door to the entente cordiale, save a flexible
one of which we are not without knowledge. A re-
stricti\e policy tends to restriction, and may end in an
absurdity, as well as defeat the ends originally a-imed
at. How far it is desirable to restrain the indiv dual
is debatable ground. Recent events have proved that
homicidal maniacs should not be allowed at large ;
would-be suicides are allowed more latitude, while
there are many travellers and pioneers, experimenters,
testers and others who risk their lives freely for the
advancement of science or their own gain without let
February, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
247
or hindrance. Such thoughts have been induced by
the peculiar circumstances which have been narrated
to us regarding a vessel which formerly hailed from
Britain. The Papaimi, in the course of a voyage from
London to New Zealand, met with a disaster on the
coast of Australia, resulting in her shell plates being
ripped for a considerable distance. The damage may
be approximately estimated from the illustration re-
produced. The owners after mature consideration
decided to dispose of the vessel rather than repair her
and make good the damage under all the conditions
involved in a wide view of the situation. The vessel
was sold, and the agents, acting on behalf of the new
owner, on submitting estimates for repairs, found that
these were considered to be very much greater than
was warranted in the circumstances, and that tempo-
rary repairs sufficient to make the vessel seaworthy
for a voyage to the Straits Settlements would prove
a less costly alternative. Accordingly this was de-
cided on, and on it becoming known, the views and
S.S. Papaniii.
View of ship's bottom looking from amidships, forward on
port side. Total length of rent, 350 feet.
opinions, the rules and regulations of the locality were
brought to bear upon the question of permitting the
vessel to leave the coast. The plea of unseaworthi-
ness was advanced to the port authorities, the shipping
master was appealed to, and threats of fine, police and
of armed intervention were issued. On the other
hand the necessary fees had been paid, and as the port
authorities were unable to move to stop the ship
legally, the shipping master had no legal power in the
matter, as the ship hoisted the foreign flag of the new
owner, an unnamed resident, and the consul had the
authority to sign on the crew on board ; the plea of
unseaworthiness v/as met by the statement that two
surveyors had given reports which satisfied the owner
and his agents, while the Captain made known his
willingness and intention of sailing, the officers and
crew being all ready to go with the ship. In the
teeth of opposition the vessel sailed, and the talk of
the town disappeared from the gaze of those interested
to pursue the course mapped out for her, thus ending
an episode which may be profitable for contemplative
study, and an illustration of a well-known proverbial
axiom.
THE STANDARDIZATION AND
CERTIFICATION OF NAUTICAL
INSTRUMENTS.
IN view of the fact that Great Britian owns
more than half the tonnage of shipping in the
world, and has been the pioneer with regard to the
formation of rules and regulations relative to maritine
matters, it is somewhat remarkable that no official
step has been taken with reference to the standard-
ization and certification of nautical instruments. It
may be said that a ship is typical of a large animal
with a small brain, for all its apparatus for regarding
impressions and directing operations can be easily
concentrated into a small space such as the captain's
or chief engineer's cabin. From this point of view
the navigating bridge and the chart room contain all
the nerve centres, and when they are properly equipped
it may be reasonably said that the ship can be
trusted.
A really comprehensive outfit of ship's instruments
would include all branches of scientific effort and
research. As a nation, we spend large sums of money
every year, and our best naval officers are engaged in
the survey of all the coasts and seas in the world, to
reproduce the results in ships' charts and utilize their
accuracy with perfect faith in laying off courses and
positions by every kind of chart instrument, dividers,
rules, protractors and station pointers. Our cleverest
mathematicians and astronomers are continually
engaged in observing and estimating the positions of
stars, sun and moon for years ahead, in order that the
sailor may be able to use his sextants and chrono-
meters with all their extreme accuracy and sensitive-
ness. The inventions and improvements of the best
opticians and instrument makers are devoted to
the making of the finest and most powerful
compasses, telescopes and binoculars, the tables
mechanicians and electricians have worked out
numerous self-recording apparatus for weather,
temperature, time, speed, direction and messages of
all sorts. Surely it may be said that a point of per-
fection has been reached : even the most scantily
furnished ship is secure behind the ability of the
scientists, officers and opticians who have worked out
the present-day system of navigation. We venture
to say that this would be so if a simple certificate of
efficiency for every instrument was required before
setting out to sea. The Board of Trade has many
surveys and examinations, but it has never ventured
to make any inquisition into the state of the instru-
ments of the ship, and it is high time this was done.
In Holland, Sweden, Norway and other countries,
certificates of compass adjustment, the correct rating
of chronometers, verifications of sextants and the
general proper condition of the instruments are always
produced, and we contend that no firm who cannot
give a certificate of the accuracy of its instruments
equal to that of the Observatory, is qualified to under-
take the care of nautical instruments.
In order to ascertain how far the testing and verifi-
cation of instruments is carried out by manufacturers,
we recently paid a visit to the works of Messrs. Henry
Hughes cS: Sons, Ltd., and what we there saw has
confirmed our view of the question. Here, within 30
minutes of the Royal Albert and Victoria Docks, we
saw compasses of various types being subjected
248
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
to tests for accuracy, period and deflection, some of
them to the extent of minutes of error. This work is
carried on in a testing house specially erected for
the purpose, with a valuable circle and correct north
mark set up at a distance. In the same house we
saw the pillar and apparatus for testing sextants and
giving a maximum of errors if not the complete certi-
ficate. In another shop we were introduced to the
instrument for testing the parallelism of all prisms,
glass mirrors and sun shades : binoculars and teles-
copes are also put to the test for definition, centring
power and width of vision. Walking through the
newly-erected forge at the rear, fitted with electric
blowers, we came next to the compass shop where a
dozen or more of highly qualified compass and
binnacle makers are kept constantly on dry and liquid
compasses for the bridge, wheelhouse and other parts
of the ship. Here we saw the new pattern of spirit
compass Messrs. Hughes are now making, with the
special arrangement of bowl, needles and float, so as
Testing a Compass
to give instantaneous dead-beat action with a full
sized card. This, in conjunction with the special new
spiral springs, has proved most successful.
The adjoining illustration shows one of the
Admiralty compasses, of which Messrs. Hughes are
the approved repairers, being tested for accuracy.
Lamps, semaphores, telegraphs and sounding
machines are turned out in this portion of the works,
and on the upper floors we found the more delicate
instruments being made in large quantities, sextants,
quadrants, artificial horizons, station pointers, rulers,
dividers, clocks and barometers in a special shop,
card painting in another, and finally we reached the
wood-working shop, where all the cases are made and
the parking of the instruments is done.
Messrs. Hughes evidently thoroughly believe in the
principal of certificates for all instruments every
voyage, and think the work would be very much
improved by the establishment of a proper standard
of efficiency. They have lately erected a new standard
clock and installed the time signal at their Royal
Albert Dock shop, in order to be really on the spot
and save the chronometers the joltings of a railway
journey and the extreme change of temperature. They
are also very keen on giving temperature rates to all
chronometers when a long enough stay is made, and
have made special arrangement whereby it can be
done in ten days at a small charge. They are, we
believe the only firm in London who correct their own
charts, and will give a certificate every voyage that
such charts as the ship carries and uses are thoroughly
up-to-date.
We can only say that shipowners and their super-
intendents will quickly find that such standardization
and efficiency work to their advantage, and we leave
them to give practical expression to their appreciation
of such eflforts with such firms as take the trouble of
systematic stardardization and verification of instru-
ments.
MARINE BOILER EXPLOSIONS.
From the Board of Trade Reports.
REPORT No. 1929 deals with tlie explosion from the
auxiUary condenser on board the s.s. Avondale Castle.
The explosion occurred on board the Avondale Castle
on the 14th February last, when the vessel was being taken from
the East India Dock into the dry-dock at Blackwall, London,
E. James Buchanan, a fitter, was slightly scalded, and
Frederick David Adams, donkeyman, was somewhat severely
scalded on the face and arms ; both men have now recovered
from their injuries. The condenser and covers were made
of cast iron. The former was of the ordinary cylindrical
type ; it was 5 feet iij inches long, 27 inches diameter, and
I of an inch thick. The end covers were 35^ inches diameter,
and were secured by twenty studs J-inch diameter ; the covers
were |-inch thick in the centre and J inch thick at the Mange
forming the joint, and were strengthened with two outside
webs, each web being | inch thick and i|- inches deep at the
centre. The condenser was fitted with 389 brass tubes
J inch diameter, the circulating inlet and outlet valves were
each 5i inches diameter, and on the exhaust side there was
a 2f-inch drain valve fitted with a pipe leading to the feed
tank. There was also a supplementary feed cock and pipe
about V inch bore, so that e.xtra feed could be supplied to
the auxiliary boiler when required. On the cover at the
forward end of the condenser, a relief valve 3I inches in
diameter was fitted and loaded to a pressure of 30 lbs. per
square inch. The whole of the front cover, inside of the
securing bolts, on the circulating side of the condenser, was
completely blown out. The explosion was due to the exhaust
steam pressure from the steering engine having been admitted
to the condenser, owing to an oversight, when it was not
in use, and passing through the supplementary feed-cock
to the water side, the pressure was greater than the condenser
door was able to withstand. The observations of the En-
gineer Surveyor-in-Chief are as follows : — In this case the
e,xhaust steam from the steering engine of the vessel was,
by mistake, diverted into a small auxiliary condenser which
was not intended to he used at the time ; and, a supplemen-
tary bye-pass cock being open, steam was also admitted
to the circulating side of the apparatus, the doors of which
were subjected to a pressure which one of them was unable
to withstand. \ considerable portion of the interior of the
door was blown away, causing injury to two men working
near. The cock which directed the steam to the condenser
was opened by mistake, and to this cause the explosion is
due.
Report No. 1931 deals with the explosion from a main
steam pipe on board the s.s. Citv of Edinburgh. The e-xplosioQ
occurred on the 20th February last, when the vessel was
in the English Channel. No person was injured by the
explosion. The pipe which failed was a straight length,
about 10 feet long and 9 inches in diameter, made of copper
aljout \^ inch in thickness, the edges being lapped and
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
249
brazed, with a brass flange brazed on at each end. The
working pressure was joo lbs. per square inch. The pipe
fractured circumferentially for a short distance on the after
side of the forward Hang'e, a sUght escape of steam taking
place. This fracture gradually extended, until when it was
examined, after the vessel's arrival in port, it was found
to be about 7 inches long. The fracture was probably caused
by the vibration of the machinery during very heavy weather,
described as a hurricane, experienced on a voyage from
Dunkirk to Glasgow, when the vessel was light. The observa-
tions of the Engineer Surveyor-in-Chief are as follows : —
This report deals with the failure of a length of main steam
pipe while the ves.sel was at sea. Severe stresses appear
to have been set up in the pipe owing to the racing of the
engines and the expansion of the range under working con-
ditions ; and the pipe, being too rigid to withstand these,
became strained near the flange and cracked. The owners
have very wisely arranged to fit means for freer expansion,
and it is hoped that no further trouble will be experienced.
Report No. 1974 deals with the explosion from the main
boiler of the s.s. Ethelbert. The explosion occurred on the
I2th July last, when the vessel was about 16 miles N.E. of
the Longstone Light. No person was injured by the
explosion. The boiler was made of steel, and was of
the ordinary single-ended marine type, with two plain
furnaces. It was 9 feet 3 inches long, and 9 feet 3 inches
in internal diameter. The furnaces were 2 feet 10 inches
outside diameter and ^ inch thick, and the seams were welded.
The shell plates were ^ inch and the end plates H inch in
thickness. The combustion chamber backs and wrapper
plates were J| inch thick, and the bottoms |-inch in thickness.
All the usual mountings necessary for a marme boiler were
fitted, including two spring loaded safety valves, adjusted
for a working pressure of 130 lbs. per square inch. A hole
about I inch in diameter was formed at the side of one of
diameter. The distance from the centre of flange at the
boiler end to the opposite end of the pipe was about 5 feet.
It was 4i inches in internal diameter and No. 5 S.W.G. (-212
inch) in thickness. The pipe fractured circumferentially for
a length of about 6 inches at the neck of the flange, joined
to the starboard boiler stop-valve chest. The fracture sub-
sequently extended to a length of about 9 inches, steam con-
tinuing to escape from it until the boiler stop valves were
closed" The explosion was due to e.xcessive stresses set up
during heavy weather by the pitching of the vessel, the
racing of the engines, and the consequent vibration. The
vessel was in ballast at the time. The observations of the
Engineer Surveyor-in-Chief are as follows ; — This report deals
with the failure of a steam pipe due to excessive vibration
and racing of the engines while the vessel was encountering
very heavy weather. The pipe range would appear to be
somewhat rigid and wanting in elasticity under severe
stresses. It is, however, satisfactory to know that the
superintending engineer intends to fit more adequate means
to allow for expansion and vibration.
UNIVERSAL SPANNERS.
A HANDY style of spanner, to which our attention
has been called, is that placed on the market
by The United Machine Tool Works, of 133,
Upper Thames Street, London, E.G. It is termed
the Universal Spanner, and partakes to some extent
of the handiness of the shifting spanner and of the
double-ended spanner, of which, indeed, it is a
multiple type. Type A is adapted to take ten different
sizes of hexagon nuts, say from {]. in. to if in. Type
The Universal Spanner. Type A.
the rivets in the bottom of the port furnace, at the back
end, through which the contents of the boiler escaped into
the stokehold, the pressure at the time being about 100 lbs.
per square inch. The explosion was due to corrosion, set
up internally by pitting, and externally by leakage from
one of the rivets which secured the angle iron stiffener to
the bottom of the furnace. The plate adjacent to this rivet
thus became too thin to withstand the ordinary working
pressure. The observations of the Engineer Surveyor-in-
Chief are as follows ; — This report deals with an explosion
from the furnace of a boiler in a fishing boat. The plate
became wasted locally, by corrosion, both internally and
externallv. to such an extent that the pressure within the
boiler forced a hole through the thinned part. The vessel
had to be towed into port as it was found impossible to main-
tain the water level in the boiler. The external corrosion
was due to a leaky rivet which, it is thought, should have
attracted attention to the defect before the point of failure
was reached. Fortunafply no one was injured.
Report No. 1954 deals with the explosion from a main
steam pipe on board the s.s. Boulama. The explosion
occurred on the gth February last, when the vessel was about
60 miles S.W. of Ushant, on a passage from Las Palmas to
Hamburg. No person was injured by the explosion. The
pipe was made from a copper tube with a brazed longitudinal
joint, and was bent at right angles to a mean radius of about
I 5 inches, about 2 feet 10 inches from the end which joined
the boiler stop-valve che^t. It was fitted with brass flanges,
10 inches in diameter and -J inch in thickness. One flange
was connected to the boiler stop-valve chest by six bolts,
f-inch in diameter, and the other to the length of pipe which
joined the engine stop-valve chest, by seven bolts, J inch in
B is adapted to take eight different sizes, but is
specially made to admit of dealing with nuts in
recesses where, for certain reasons, the tops of the
bolts or studs require to be kept flush with or only
projecting slightly above a bed-plate or bracket, and
where a box spanner would otherwise be necessary to
slacken, backen back or tighten up. These spanners
are made of good, tough steel, black varnished and
well finished. The standard length is twelve inches,
and the weight of each is about two lbs. The price
is moderate, Type A being 3/8 and Type B 3/6 for
single spanners. The handiness of the spanner will be
readily realized from the illustration. They are also
made in smaller sizes, 5" to 6" long, specially suitable
to motorists, at the price of i/- each. The smaller
size is arranged to be used as a spike spanner and
screw-driver as well.
We understand that Mr. William I. Taylor, who has
represented the firm of Messrs. Clarke, Chapman & Co., Ltd..
of Gateshead-on-Tyne, for the last twenty-eight years, and
who for the latter part of that time was a member of the Board,
has now severed his connection with that firm. He still
continues as London Manager for the Darhngton Forge Co.,
Ltd., who have taken a suite of offices at No. 70, Fenchurch
Street E.C. . and will be assisted in the direction of that busi-
ness bv his sons, under the title of William T. Taylor & Sons.
250 THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 191 i.
COALING OF STEAMERS' BUNKERS.
THE whole subject of coaling has ever been a
vexing one from start to finish, beginning with
the scattering of coal dust over the decks, con-
tinuing with the trimming to fill the space available,
and ending with a wordy warfare over the quantity.
Some ports have a name for quality, quantity and
expedition, others have not so good a reputation.
With regard to expedition, this is an element which
has an important bearing on the choice of a coaling
port, appealing to the shipowner and the shipper or
supplier alike, where their interests are in harmony in
matter of consideration, mechanical appliances have
been introduced, one form being that of a steam barge
fitted with winches to raise baskets of coal from the
coal-boat to the port or hatchway, another being the
coaling grab, discharging half a ton at each lift, with
its interesting mechanism, for use on steamers with
deck hatchways ; or where the nature of the ground
and the disposition of the steamer admits of it, waggon
lines and tips with sectional shoots led to the hatches
or coaling ports.
The illustrations show an appliance recently intro-
duced for coaling by means of buckets fitted dredger-
fashion on a ladder which dips into the coal barge. The
Suistod's Patent Coal Elevator discharging.
Designed and built by Messrs. Pay. Summers & Co., Ltd.. Southampton.
respect to the time required to put into the hunkers
one hundred tons. The spirit of emulation and the
desire to earn as much as possible in the least time,
have brought several ports into prominence for fast
coaling. The appliances in use at different ports are
many and varied. In Japanese and Chinese ports we
have seen streams of men, woinen and in some cases
children, with small baskets pouring along gangways,
each one receiving a coin on the passing of the empty
basket, or a tally mark to record the amount due for
work done during the day. At Aden, Colombo and
other Eastern ports, bags appear to be the usual
measures used, so many to the ton, carried by manual
labour from the barges to the bunker shoots.' Where
labour is high in price and its reduction becomes a
apparatus was designed and built by Messrs. Day,
Summers and Co., Southampton, a firm whose historic
name is well known. Since leaving the hands of the
builders it has been tested at work, and found capable of
lifting two hundred tons per hour, the specified quantity
being one hundred tons. After being towed to
London it was set to work in the Royal .4lbert Dock
to compete with the other mechanical appliances
which many years ago superseded the elemental hand
labour. This is not the first apparatus of the kind
tried in London and elsewhere for coaling, as we
remember a similar arrangement some fifteen years
ago, which did not make much headway. The
new appliance, however, is an improvement, and
possesses new features, so that it promises to fill an
February, igii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
251
End View.
m^
important place in the field of coaling operations
when experience has been gained in the use of
it. One advantage it has is that there is no
scattering of coal dust during the working ; it also
has the merit of simplicity and is not costly. The
seating on which the framework is secured is com-
posed of two pontoons bound together, the intervening
space being sufficient for a large coal barge to enter,
and in the centre line the bucket ladder is hung.
The engine for revolving the tumbler is at one end of
the twin pontoon, on an elevated platform, the motion
being carried to the tumbler shaft overhead by a
vertical shaft. Preferably the barge has sloping
sides with a view to self-trimming, so that the coal
will tend to run to the centre line, narrowing the
side-travei distance of the barge as the coal is lessened
in quantity, and thus give the buckets a better
opportunity of filling. The coal is emptied by the
buckets into a hopper at the top of the framework,
from which tube-shaped shoots are hung so that they
can he directed to the coaling ports or hatches.
There are three of these tubes, so fitted that they can
be led to different positions, and, being telescoped in
adjustalile portions, can be lengthened or shortened to
suit each case. While the illustrations show but three
shoots, these can be increased in future structures as
the system of coaling by this means is developed. The
height of the hopper and the length of the ladder can
also be extended to suit any height of discharge, while
weighing arrangements can readily be fitted. The
apparatus is the property of The Suisted Patent Coal
Elevator Co., Ltd., of 6, Lloyd's Avenue, London.
t ual
iiig
the Alnwick Castle.
Messrs. Schmidt's Superheating Co., Ltd. — Owing to
the large increase in the business of Messrs. Schmidt's Super-
heating Co., Ltd., arrangements have been made to combine
the Patents owned by Messrs. Schmidt's Superlieating Co.,
Ltd.. w-ith the English Patents of Messrs. The American
Locomotive Co., and those of Mr. Vaughan Horsey, of the
Canadian Pacific Railway, and this Company has been formed
to carrv this into effect. In the United States, a Company,
under the title of Messrs. The Locomotive Superheater Co.,
has been formed to acquire the Patents of Messrs. Schmidt,
Cole, Vaughan Horsey and other American Patents. The
Schmidt'sche Heissdampf Gesellschaft of Cassel has been
formed to deal with all the foreign Patents of the above-men-
tioned Companies from the office of that Company at Cassel,
Germany. This Company has been formed to deal with the
British, Colonial and South .American Patents of the above
group. The locomotive and marine business of Messrs. The
Schmidt's Superheating Company (1910), Ltd., will be carried
on at 28, Victoria Street, Westminster, as heretofore. The
three Companies above mentioned will continue to receive
the guidance and direction of Dr. Schmidt.
The Society tor Nautic.\l Rese.arch. — This Society has
been formed to encourage research into nautical antiquities
and matters relating to seafaring and shipbuilding in all
ages and among all nations. For this purpose a monthly
journal, to be called "The Mariners' Mirror," is published,
to contain original articles, pictures, etc., and generally to
serve as a medium of inter-communication between members
of the Society. Another object of the Society is to collect
material with a view to the ultimate publication of a complete
Nautical Encyclop.cdia. One guinea is payable on admission
to membership, with an annual subscription of half-a-guinea.
Prince Louis of Battenbcrg is the President of the Society.
The first number of " The Mariners' Mirror " has been issued
and contains articles on " Eminent marine artists," " The
Boatswain's Call," "The Last of the East Indiamen," "Of
Decks and their definitions," " Captain Nathaniel Boteler,"
" Notes and Queries." .All further particulars of the Society
may be obtained of the Hon. Sec, Mr. Douglas Owen. 9,
Wilbraham Place, London. S.W.
252 THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
THE IMPERIAL JAPANESE BATTLE-
SHIPS "AKI" & "SATSUMA."
CONSIDERABLE interest is attached to the
newly-completed Aki and Satsuma, as being the
first Japanese-built battleships. Prior to 1905
the fleet was, with a few e.xceptions, entirely of foreign
construction, the major number of the ships having
been built in this country. During the war, however,
it was decided that the Imperial dockyards should be
entrusted with the construction of the battleships and
cruisers of the programmes for that and for future
years, the Satsuma being laid down at Yokosuka and
the Aki at Kure. At the same time the cruisers
Tsukuha and Ikoma had just been commenced at Kure,
the Government having taken the bold step of placing
orders for four ships of from 15,000 to 19,500 tons
displacement, with yards in which nothing larger than
second-class cruisers had hitherto been built. The
ability of the Japanese to e.xecute these orders was
not doubted, but it was generally recognised that the
rate of construction would not be so fast as in foreign
yards, owing to the initial difficulties both in building
and design which would have to be overcome.
Although some five years have elapsed since the keel
plates were laid down, and the Aki is only now just
completing — or has just completed — her trials. The
delay is not wholly attributable to lack of facilities for
fast construction, as it must be remembered that eight
battleships and five large cruisers captured from the
Russians were under repair and reconstruction simul-
taneously, and energy was chiefly devoted to getting
these prizes into commission as soon as possible. In
addition, there seem to have been some alterations
in the plans of the ships as regards armament, 6-inch
guns having been substituted for 4-7-inch in the case
of the Satsuma, while a proposition to replace the
lo-inch weapons by 6 12-inch seems to have been
under consideration and then rejected as impracti-
cable.
The extent to which war lessons were responsible
for the main features of the design is an open question.
Our own Admiralty had decided that the question of
range control would be greatly simplified by the
adoption of a uniform calibre for the big guns ; that
the secondary battery of 6-inch guns had little battle
value, and that the 3-inch gun was amply big enough
to ward ofT torpedo attack — hence the appearance of
the " Dreadnought." The advisability of abolishing
the 6-inch gun was at the time hotly debated, and
both its retention and also that of the g'2-inch is still
strongly advocated.
The publication of details of the Satsuma and Aki
greatly strengthened the arguinents of those who
adversely criticised the " Dreadnought" design. Here
were the Japanese, who should surely be best able to
judge the necessities of future warfare from actual
e.xperience, producing ships carrying mixed big-gun
calibres and retaining the 6-inch battery ! On the
face of it, the Satsuma seems a strong argument against
the " Dreadnought," until other factors influencing
the Japanese design are taken into consideration.
In the first place, the English-built Katori and Kashima,
carrying 4 12-inch, 4 lo-inch and 12 6-inch guns,
provided a good basis from which an iinproved and
enlarged type could be evolved. The "all-big-gun"
ship had already been mooted, but the difficulties in
the way of designing and building such a ship were
e\idently more than the Japanese Admiralty considered
they could then overcome. Thus the Satsuma,
although often classed as a " Dreadnought," is really
only an enlaiged and improved "Lord Nelson," and
the apotheosis of the " mixed-calibre " school of
design, carrying, as she does, the heaviest armament
put into any ship of the pre-" Dreadnought" era.
The Kawachi and Settsu, which followed them on the
stocks, carry a uniform armament of twelve 12-inch
guns and retain the 6-inch secondary battery, showing
(i) that the adoption of the "all-big-gun" principle
by the Japanese was simply a question of time and
experience, and (2) that the 6-inch gun is expected to
play some part in battleship actions, either for anti-
torpedo-boat work or for use against the opposing
" line " ships — possibly for both.
The ^Aj is the larger of the two ships, displacing
19,750 tons against the Satsuma's 19,250 tons, their
dimensions being : —
Length over all. Beam. Draught (max.).
Aki 499 84 28f feet
Satsuma 482 83^ 28f ,,
The armament of each consists of four 12-inch guns
paired in 8 — 12-inch turrets fore and aft in the centre
line; twelve lo-inch in six 8-inch turrets amidships ;
twelve 6-inch, of which eight are mounted on the
main deck amidships in a 6-inch box battery, and
four in the bows and stern. A saluting battery of
four twelve-pounders is carried on the superstructure
between the lo-inch guns. From this it is evident
that the Japanese ships are far more powerful than
the " Lord Nelsons " and French " Danton " class,
with which they compare as follows : —
LORD
AKI
NELSON.
DANTON.
Displacement . .
Dimensions
19,750 tons
499 X 84 X 2S|
16,500 tons
445 X 79* X 28
18,700 tons
480x84! X27J
Armament
Submerged Tor-
pedo Tubes . .
4 i2-in.guns
12 lo-in. ,,
12 6-in. ,,
4 i2-pdrs.
5
4 i2-m. guns
10 9 2-in. ,,
15 i2-pdrs.
16 3-pdrs.
5
4 r2-in. guns
12 9-4-in. ,,
16 i2-pdrs.
10 3-pdrs.
2
Armour —
Belt
Upper Belt . .
Big Guns
Secondary do.
Tertiary do. . .
Protective deck
9 — 6-in. (bow)
4-in. (stern)
S— 6 in.
12 — 8-in.
8-in.
6-in.
2-in.
12 — 6-in. (bow) lo — 6 in. (ends)
4-in. (stern)
S-in. 24-in.(bowsonly)
14 — 8-in. 12J — ii-in.
7-in. 8|-in.
nil nil
2-in. 3-in.
I. H. P. (designed)
Speed
Coal
25,000
20 5 knots
1,000-2500 tons
16,750
185 knots
goo-2.000 tons
and oil
22,500
194 knots
925-2.010 tons
IVIachinery ....
Curtis
turbines
Reciprocating
Parsons
turbines
The hull area protected by armour is very extensive,
more so than in the British and considerably more
than in the French ships, as these latter have their
upper and main decks quite unarmoured. Height of
guns above water works out in favour of the Danton,
as, with the exception of the after-pair of 12-inch guns,
her turrets are all placed a deck higher than those in
the other two types. Other comparative points are
given in the table, from which it may be seen that the
Satsuma possesses an all-round superiority over the
British and French ships under notice.
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
253
Japanese Battleship, Satsiiiiiii.
Japanese Battleship, Aki.
254
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
The minor differences between the Aki and her
sister are due to the former being fitted with Curtis
turbines, while the latter has lower-powered ordinary
reciprocating engines, and consequently a funnel less.
Other features, such as the peculiar superstructure
forward on the Aki, the diffr rence in the position of
the main masts and absence, in the Aki, of the
recesses in the main-deck side, under the lo-inch gun
turrets, so noticeable in the Satsiuna, may be mentioned
in passing. Apart from the characteristic "swan" bow
and general spacing of the masts and funnels, they
are very much like our " King Edwards" in profile.
On trial the Satsiuna is reported to have done 20-5
knots, although designed for 20 knots only. The Aki
should therefore top 2 1 knots easily, being provided
with a nominal 25,000 H.P. against the 18,500 H.P.
of her sister. Both have the standard Japanese
Miyabara boilers.
Turrets are worked both electrically and by
hydraulic machinery, the guns being of the Elswick
1904 models, and similar to those in the Katori and
Kashima.
NAVAL MATTERS -PAST AND
PROSPECTIVE.
[From our Own Correspondent.)
Portsmouth Dockyard.
ON January nth, the battleship Ncptuni- was com-
missioned by Captain De Bartolome for particular
service. She will first proceed to the Mediterranean
on an experimental cruise, and carry out gunnery
tests in Aranci Bay. Afterwards she will join the
Home Fleet, and when the change of Commander-in-
Chief takes place she will relieve the Dreadnought as
flagship, that vessel having been ordered to pay off for a
refit. This is in accordance with what was stated in these
columns several months ago. As the Neptune was laid
down on January 19th, 1909, she has thus been completed
for sea in a week under two years. The Kin^ George V.. as
our new battleship is to be named, was officially commenced
on January i6th. It was confidently anticipated that the
King and Queen would have paid us a visit for t e occasion,
but it is hoped that when the vessel is launched about Sep-
tember their Majesties will be present. The ceremony was
quite a private one, only tlie officials of the yard and their
wives being present. Lady Curzon Howe tlie wife of the
Commander-in-Chief, having declared the keel plate well
I J a "SPiTsun^' 6 6 ■
Plan of the battleship Satsunui.
The torpedo-nets are stowed along a main-deck
shelf which extends for more than three-quarters of
the ship's length ; there are eighteen booms for
hoisting them out on either side — some four or five
more than our longer " Dreadnoughts " carry.
The Institute of Metals. — The annual meeting of this
Institute was held on January iSth, when the Report for
the year was presented, and o{her business transacted. The
Corrosion Committee's report dealt with the present state ol
our knowledge of the corrosion of non-ferrous metals and
alloys, with suggestions for a research into the causes of the
corrosion of brass condenser tubes by sea water. Many
papers have been \VTitten on this subject, and the different
views presented have been tabulated for the guidance of the
committee in considering the subject as set forth under the
title given by Mr. G. D. Bengough, M.A. The electrolytic
action resulting in the decay of one metal in presence of
another in sea water was set forth as a prolific cause of
wastage and failure. The critical points in the mi.xing of
alloys and in the conditions of work, with regard to solutions,
temperature and pressure, were indicated as aspects of the
subject demanding close study. Other papers were read,
deahng with " Corrosion of Condenser Tubes on Shipboard,"
by Engineer Rear-Admiral J. T. Corner, wherein was advo-
cated the attachment of pieces of soft iron to chests where
galvanic action occurred between cast iron and brass in
presence of sea water ; " \ New Critical Point in Copper-zinc
Alloys," by Professor H. Carpenter, and an appendix to this
by Mr. C. A. Edwards, M.Sc, on " The Nature of Solid Solu-
tions." Other subjects treated were anti-friction bearing
metals and electro deposited silver.
and truly laid, Rear-.^dmiral Tate, the admiral superin-
tendent, thanked her ladyship, and then Mr. Apsey, on
behalf of the .constructive staff, presented her with a
souvenir in the form of an inkstand, shaped hke a keel plate.
Outside official circles nothing is known in what respects
the new vessel is to differ from her predecessors, but a few
details appear to have leaked out, and it seems certain that
the ship will be about a thousand tons heavier than the
Orion and twenty feet longer than that vessel. This will
give her a length of about 565 feet and a beam of just on 90
feet. The armament wiU, it is stated, be similar to that of the
Orion, while her engines are to be of 31,000 horse power, and
her speed 21 knots. A large quantity of material had been
prepared, but as only ,£95,000 is allowed for construction in
the current Estimates not very much progress will be made
before April. The statement made in a London journal to
the effect that the authorities at Devonport had lieen directed
to prepare No. 8 Dock at that port for the battleship Oiicii
caused some astonishment. The Orion was to be towed
round to the western ort for completion because there was
no dock at Portsmouth capable of receiving her. It is certain
that whoever set the report afloat did not know \cry much
about things, seeing that the Orion was only recently taken
out of No. 15 Dock, where she was placed soon after her
launch. The entrance width of No. 15 Dock is 94 feet, and
that of the Devonport dock is a foot more, while the extreme
width of the Orion is 88 feet, so there is very little room to
spare. It is strange how such reports are circulated. The
refit of the cruiser Good Hope is to be completed by the
middle of February, and day and night shifts are being
worked in the engine and boiler rooms so as to have the
vessel ready for commissioning by the end of the financial
year. She is to relieve her sister the Drake, as flagship of
February, iqii. THE MARINE ENGINEER^AND J'JAVAL ARCHITECT. 255^
the Fifth Cruiser Squadron, when Rear-Admiral Burney
succeeds Rear-Admiral Hamilton in command. The Drake.
flagship of the Fifth Cruiser Squadron, is then to be taken
in hand for a refit. The cruiser Venus, which was damaged
at Dover during a gale recently, also necessitated day and
night shifts to get her ready for the cruise of the Atlantic
Fleet. The battleship King Edward VII., flagship of the
vice-admiral of the Second Division of the Home Fleet, is
having defects in her steering gear made good, and the
Hindustan is temporarily acting as flagslup. The cruiser
Royal Arthur has reheved the descent as parent ship of the
cruisers in the F'ourth Division of the Home Fleet, and is to
be taken in hand to have magazine cooling apparatus fitted.
Devonport Dockyard.
The keel plate of our new battleship, which is to be
named the Centurion, was laid on January lOth, the ceremony
being performed by Lady Fawkes, the wife of Admiral Sir
Wilmot Fawkes, the Commander-in-Ctuel, in the presence
of the principal officers of the estabhshment. Lady Fawkes
also by means of a pneumatic riveter drove home the first
rivet of the ship, Mrs. Stokes, the wife of tlie admiral superin-
tendent, fastening the second, while other ladies similarly
drove rivets, each of which was marked with their initials
by the workmen. The Centurion will be the eighth vessel of
the name to appear in the " Navy List," but stie is the first
to be built at this yard. Preparations were so well advanced
that her construction will go on very smoothly, i'or the
current financial year the sum of ,£96,723 is to be spent on
her. It is understood that the vessel will mark a further
development of the "Dreadnought" class in displacement,
dimensions, gun power and armour protection. The main
armament will be the same as that of the " Orion " class now
building — ten I3'5 inch weapons. By the end of January
the cruiser Lion will have been fourteen months under
construction, and by that time it is expected that she will be
undecked and placed 111 the Prince of Wales' Basm. During
the five and a half months since she was launched e.xcellent
progress has been made. The water-tube boilers have been
placed m position and generally connected up and covered
in ; the engine rooms have been prepared for the turbines ;
a number of the heavy upper deck fittings have been fixed ;
and the unarmoured space above the upper deck has received
the greater part of the fittings. In addition, the broadside
armour has practically all been fixed, and generally splendid
progress has been made all round. The cruiser Indefatigable,
although her eight hours' trial run was made in very bad
weather, attained a mean speed of 26 knots — one knot in
excess of her designed speed. She is now in dock undergoing
the finistiing touches in readiness to be commissioned on
February 23rd for service m the Home Fleet, that will be
two years to the day from the date she was laid down. The
old Emerald, which was recently renamed the Impregnable III.,
has had her alterations completed, and she has now been
linked up with the Impregnable and Inconstant as a part of
the boys' training establishment. The destoyer Itchen,
which has been relieved in the Second Destroyer Flotilla by
the new destroyer Comet, has been taken in hand for a refit,
on the completion of which she will be commissioned for
service in the Third Flotilla at the Nore. Commodore
Wemyss, whose flag had been flying in the steamship
Balmoral Castle since September lOth. rehoisted it on January
2nd on resuming his duties as commodore of the Naval
Depot. Commodore Tufnell, who had been temporarily
discharging the duties, was, by a curious coincidence, pro-
moted to rear-admiral the next day consequent on the
retirement of a flag officer. Instructions have been received
that the battleship Nile, of the Fourth Division of the Home
Fleet, is to be dismantled during the coming year and with-
drawn from active service. It was understood that the
vessel was to be refitted and prepared for service at the
Dundee submarine base. The Nile, which was built at
Pembroke, was launched in 1888,
Chatham Dockyard.
Much satisfaction has been expressed locally that our new
cruiser is to be named the Chatham. The Mayoress laid the
first keel plate on January 3rd, and by means of the pneu-
matic riveter drove the first rivet, other rivets being driven
by Lady Drury, Mrs. Ommanney, and the Mayor. The
vessel is to be an unarmoured second-class cruiser, and she
is being constructed on No. 8 slip. She will be a sister ship
to the Active, now being built at Pembroke, but several
improvements have been introduced into the design since
that vessel was laid down in July last. About I'^^.ooa will
be spent in advancing the vessel during the current financial
year, £11,000 of which will be for labour. The Chatham will
be built under the supervision of Mr. E. Bate, the first con-
structor, who was compUmented by the Admiralty lor the
expeditious manner with which he carried out the repairs
to the cruiser Sappho, which was damaged in collision durmg
the manoeuvres eighteen months ago. .Another of our sub-
marines, Dy. was launched on January 14th. The ceremony
was performed by Mrs. Ricardo, wife of the deputy-superin-
tendent. Captain Ricardo, and only dockyard officials and
their wives were admitted to see the vessel take the water.
Afterwards the submarine was docked to be completed and
equipped for sea. A record pi-rformance has taken place
here with regard to the battleship Formidable, which came
into the steam basin at 10-20 p.m. on January 12th. and
passed out at 10.40 a.m. on the 14th. In just over thirty-six
hours her four 12-inch guns were exchanged and her gun
sights tested. The expeditious manner in which the work
was carried out elicited the commendation of the Commander-
in-Chief at the Nore, Admiral Sir Charles Drury. The battle-
ship Magnificent has completed her refit and resumed her
duties in the Nore Division of the Home Fleet. The battle-
ship Lord Nelson has also completed her refit and gone on to
Sheerness, where she was paid off from the First Division of
the Home Fleet and recommissioned for the Second Division.
She will relieve the Africa, which is to be refitted here for
service as flagship of the Third and Fourth Divisions of
the Home Fleet in place of the battleship Bulwark.
Another battleship, the Irresistible, whose refit cost over
£70,000, has been completed and has carried out her steam
trials. The cruiser Blenheim has come in for a refit.
Her duties with the First Destroyer Flotilla are being
carried out by the cruiser Antrim, of the Nore Division of
the Home Fleet. The scout Pathfinder, which was recently
relieved m the First Destroyer Flotilla by the new cruiser
Blanche, has completed her refit and has been recommissioned
for the Portsmouth Flotilla. The cruiser Barham was to have
arrived from the Mediterranean in time to recommission by
January 24th, but it has been announced that she will not
return to England until the end of March. The Mo-iquito
and Viking have completed their refits and have proceeded
to Harwich to rejoin the First Destroyer Flotilla. Another
destroyer, the Foyle. which has been refitted at Pembroke,
has arrived here and been commissioned for the Nore Flotilla.
Sheerness Dockyard.
A salvage party under Commander Munro went round to
Harwich in the tug Diligent to carry out operations for the
salvage of the special service vessel Elftn. which toundered
after being m collision with Submarine C8. The operations
have been attended with success, and the Elfin has been
beached at Shotley for temporary repairs after which she
will be brought on here. The cruiser Highflyer, which joined
the Nore Division of the Home Fleet a few weeks ago. after
refitting at Devonport, is to relieve the Hyacinth as flagship
on the East Indies station. The Highflyer, which has pre-
viously served two commissions as flagship in the East
Indies, is to leave on February 26th. The battleship
Magnificent, of the Nore Division, was at first ordered to be
employed for the training of stokers at Devonport, but it is
now thought that a vessel fitted with water-tube boilers will
be more suitable for the purpose. Torpedo boat No. 072,
which was damaged in collision three months ago, has been
passed out of dockyard hands upon completing repairs,
which included the fitting of a new stem and the partial
reconstruction of her bows. Torpedo boat No. 12 has finished
her duties in connection with Dartmouth Naval College,
and has joined the Nore Flotilla. This brings the 26-knot
ex-coastal destroyers division of the flotilla up to twenty-four,
the strength fixed at the time of the recent reorganization.
The battleship Triumph was recommissioned at this port
on January 12th for further service in the Mediterranean by
Captain Weymouth, who had been for some time past a
member of the Ordnance Board. Her late commanding
officer, Captain Eyre, has taken up the duties of Chief
Inspector of Naval Ordnance in succession to Rear-.4dmiral
Farquhar. It has been decided to sell the battleship
256
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
Camperdown and the cruiser Tribune and Pique. This will
dispose of the obsolete ships which have been lying in the
River Stour, near Harwich, with the exception of the cruiser
Pactolus. The Camperdown, it may be recalled, achieved
notoriety through running down the Victoria some seventeen
years ago in the Mediterranean. She has been employed on
duties connected with Section III. of the Submarine Flotilla.
Several thousand pounds had been spent on the Piq^ie at
this yard about six years ago. when the order came for her
to be " scrapped." An improvement is shortly to be made
in the Medway which will be a great convenience to private
ships, as well as to His Majesty's vessels. The Admiralty
have decided to place fifteen additional gas buoys in the river
between this port and Chatham.
Pembroke Dockyard.
The cruiser Blonde, which since she was launched on
July 22nd had been lying alongside the Carr Jetty for the
purpose of receiving her boilers and machinery, has now been
dry docked. A good deal of work is still to be done on the
hu'U and fittings, but generally she is in a very forward
state, and there is every reason to anticipate that she will
be completed and ready for the pennant in less time than
any previous vessel of her class. It is expected that her
steam trials will take place during February, and if so she
should be out of hand by the end of June. The cruiser
Active, which was laid down about a week after the Blonde,
was launched, is to be launched during the third week in
February. The bottom plating has been so jar advanced
that the contracting engineers have commenced boring
operations for the propeller shafting. Strenuous efforts are
being made to complete the Active, which is being built on
No. 5 slip. It is proposed to lay down our new vessel, the
Amphion, on the same slip immediately the .4ctiv' is
launched. It is to be regretted that the new vessel is not to
be built on No. i slip, for it is certain that the £10.200 voted
for the Amphion for labour before March 31st cannot be
expended, if the vessel is not laid down until nearly the end
of February. The outlook for the yard is very promising.
It was stated recently by Dr. Macnamara that no discharges
were intended during the year 1911-12. and assuming that
the practice of sending destroyers here to be refitted is
continued, which there is no reason to doubt will be the case,
there will be plenty of work to provide employment for the
majority of the men during the greater part of the year,
seeing that the Active will not be finished before January of
next year, and the Amphion before the following August.
It is confidently anticipated that two vessels of the " Town "
class will be allotted to us during the coming financ.al year,
but we shall know more about that when the new Estimates
appear. With regard to repair work, we still have the
destroyers Cheerful and Coquette in hand.
INSTITUTE OF MARINE ENGINEERS.
Causes of Deterioration in Boilers.
AT the Institute of Marine Engineers on Monilay. January
i6th, a paper on " Causes of Deterioration in Boilers
and Measures tending to prevent or remedy them,"
by Mr. C. C. Nelson (Member), was read, in the absence of
the author, by the Hon. Secretary. The paper was originally
read before the Institution of Engineers and Shipbuilders in
Hong-Kong.
Mr. John McLaren (Member of Council) presided.
In the course of his paper the author said corrosion was
caused chiefly through the oxidation of the steel by acidu-
lated boiler water, and by electro-galvanic and thermo-
galvanic action. Where the water was acidulated, the
remedy was to use an aliali, preferably carbonate of soda
or caustic lime. Chloride of magnesia was always present in
sea water, and was exceedingly injurious. It attacked iron
or steel, with or without the presence of air. at about 2i2°F.
.\mmonium. sodium, potassium, barium and calcium only
attacked in the presence of air, the order given being the
order of their corrosive power. Zinc salts acted as a pre-
servative in boilers, and mercury salts were also known as an
effective protector against rusting. He advocated the use
of filters for feed water, to arrest solids and oils, the presence
of the latter very often leading to overheating. Impurities
in the metal had a great deal to do with corrosion. Pickling
the plates had been tried with partial success. He submitted
figures to prove that the occlusion of gases by metals did
take place under certain conditions. Zinc was put into
boilers to prevent corrosion, but zinc put into boilers to
absorb galvanic action was a fallacy, and the polishing of
contacts insisted upon was, in his opinion, a waste of time.
Thermo-galvanic action was caused by unequal heating in
the plates, but he did not think this action exerted much
influence in the corrosion of boilers. The action of stray
electric currents also was blamed for a good deal more than
it deserved. He recommended that those in charge of boilers
should see that steam was raised slowly, that the water
should be kept circulating when raising steam, that the
boiler water should be kept slightly alkaline, and that
scumming and blowing down should be resorted to, but
with great care and attention.
In opening the discussion Mr. W. McLaren said he agreed
that the water should be filtered where there was any danger
of oil being present. With regard to zinc plates, a sure
contact was effected by the use of studs. He considered
that a fair " breathing space " should be allowed for the
boiler, as, if it were tightened up too much, grooving was
likely to result. Mr. F. M. Timpson considered that instead
of blowing down, the modern practice was to use an evaporator
and run all the time with fresh water. Bad circulation of
the water was obviated in many instances by the use of
patent circulators. Mr. P. S. Doherty said that in land
installations apparatus was used whereby oil was extracted
from the exhaust steam to the extent of about -003 grains
per gallon. Mr. G. W. Newall was of opinion that the modern
high pressures, with the resulting increase in temperatures,
had a great deal to do with the corrosion experienced. He
described an experiment showing the effect of oil in causing
a local high temperature of the plate. Mr. W. Walker said
corrosion on the line of the firebars was very seldom found
in a Lancashire or Cornish boiler, and this seemed to disprove
the author's contention that straining of the plates was the
cause, as this was equally applicable to both cases. He
cautioned engineers against supposing that the formation
of scale prevented corrosion going on underneath. The
practice of blowing down advocated by the author was
actually detrimental to the boiler and resulted in the
formation of scale. Mr. .\. Robertson considered that the
position of the feed water inlet was responsible for deteriora-
tion m the boilers, and Mr. A. Cooke advocated using a strong
solution of soda for a period of about twenty-four hours for
preventing the formation of scale. The Chairman said that
usually the filter was placed on the suction side, where there
was great possibility of the oil being forced through, instead
of on the pressure side. The Hon. Secretary (Mr. Jas.
Adamson) said the value of pickling the plates, referred to
by the author, lay very largely in removing the mill scale,
which, if left on the plate, accelerated the pitting action.
He thought the practice of introducing zinc into boilers
was beneficial, and when a proper contact was effected,
zinc plates or electrogens had proved of value in preventing
corrosion. The quality of the metal undoubtedly affected
corrosion and other troubles, and in this respect the view
had been advanced that a bad plate was produced when
more than a certain proportion of phosphorus and nitrogen
was found in the composition of the steel. He agreed with
previous speakers that blowing down was detrimental to
boilers.
Messrs. Doulton A Co., Ltd,— We have pleasure in
giving pubhcity to the fact that Messrs. Doulton & Co., Ltd.,
of the Royal Doulton Potteries, have been appointed Potters
to His Majesty King George V.
North-East Co.\st Institution of Engineers .\nd
Shiphuii.ders. — On January 27th, the resumed discussion
of Mr. D. B. Morison's paper on " The Economical '\Vorking
of Reciprocating Marine Engines and their auxiliaries "
took place. Mr. D. B. Morison rephed to the discussion
that had taken place on his paper. The Institution's Con-
versazione will be held on February 3rd.
February. 191 i. THE MARINE ENGINEER AND NAVAL ARCHITECT.
257
T
MR. JOHN CLARK.
HE photograph we have pleasure in reproducing
is that of Mr. John Clark, consulting and
superintending engineer, who has been well
known to many of our readers in this country and in
India for the last thirty years. He was born and
brought up in Campbeltown, Argyllshire, where he
spent his school days till the choice of a trade was
determined upon. Leaving home, he was sent to
Glasgow, where he served an apprenticeship of five
years with Jas. Aitken & Co., Cranstonhill, Glasgow,
his first steamer were of the simple type, two cylinders
with surface condensers, the boiler pressure being
25 lbs. Proceeding to India he served on the coastal
trade for some years, gradually obtaining promotion
through the various grades to chief engineer, passing
the examinations for such promotions and entitling
certificates in India, .\ppointed assistant superin-
tending engineer at Calcutta in 1874, he was promoted
to acting superintendent at Bombay four years later,
and simultaneously with that he was appointed by the
Government of India a member of the Board of
Examiners for granting certificates to marine
MR. JOHN CLARK.
afterwards taken over by Rait & Lindsay. The ship-
building firm in close connection with the engineering
works was .\itken & Mansel, Whiteinch, Glasgow.
During his apprenticeship, Mr. Clark served in the
fitting shop and the drawing office. The manage-
ment of the works was under the control of the late
David Rowan and Dr. Kirk, whose subsequent changes
of location and individualities are well known in the
engineering world. Further experience was gained in
the works of Denny & Co., Dumbarton, and when
the season was ripe for another change, an opening in
the service of the British India Steam Navigation Co.
was taken advantage of, and Mr. Clark joined the
Ethiopia, in 1868, as fourth engineer. The engines of
engineers. Returning to Calcutta in 1881, he was
appointed superintendent engineer at that port, the
chief office of the Company in India. In 1887 he
returned home, and became the resident engineer of
the Company in Glasgow. The head office being sub-
sequently removed from Glasgow to London in 1893,
Mr. Clark was also transferred, and has been resident
in London since that date, serving as the consulting
superintending engineer for the Company, after his
long term of sea and shore work in the East. His
genial and kindly nature is known and appreciated by
a large circle of friends and well-wishers. He is a
member of the Institution of Engineers and Ship-
builders in Scotland, an .Associate Member of the
258
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
Institution of Naval Architects, and a Member of
Council ot the Institute of Marine Engineers, in which
he takes a deep interest. Besides the technical
societies, he is also interested in the county associa-
tions of Scotland with which he is connected, and the
religious-social societies in the district wherein he
resides.
It is with regret that we have received intimation, as we are
going to press, of the death of Mr. \V. W. Wilson, Local
Superintendent Inspecting Engineer of the P. and O. Company
at Greenock, in the sixty-second year of his age. Mr. Wilson
was well-known to engineers sailing out of the fort of London,
while acting as assistant to Mr. Manuel, and the notice of his
death will be received by a large number of our readers with
deep regret.
THE FLEETS OF THE MAIL LINES.
{From our Own Correspondent.)
Paris a Seaport.
MANCHESTER is not, it would appear from French
accounts, to be the only inland town which is
destined by force of her own energy to
become a seaport. Paris is fired with a similar
ambition. But in the case of the French capital it
is not altogether the commercial aspect which makes the
proposals attractive. Last winter it will be remembered
large districts of the gay city were flooded out, and it is felt
that something drastic will have to be done to render the
recurrence of such unpleasantness impossible, and the
suggestion of a large canal, which might help to dispose of
the floods' waters seems to be one of the best ways out of
the difficulty. Such a canal, if constructed, would have the
additional advantage of facihtatmg commerce, and of allowing
the steamers which now have to discharge at Rouen to bring
their cargoes up to Paris herself. Since the reign of Henri IV.
the idea of such a development has from time to time been
put forward, the proposals being originaUy urged on by the
difficulties in the way of bringing goods forward by such roads
as then existed. .After the Napoleonic era had covered
France with a network of mihtary roads, attention was again
called to the desirabihty of building such a canal. It was
not, however, till 1825 that a Company was actually formed
for the purpose of providing a waterway, with a minimum
depth of 13 ft., which should be capable of aflording faciUties
to steamers up to 200 tons burden. It was to run parallel
to the river and would entail the constrMCtion of some sixteen
locks. Before, however, anything was done towards material-
izing this project, important pohtical events occurred whnch
entailed its postponement, and the advent of railways, with
the facihties they afforded, diverted the pubhc mind from
canal schemes for the best part of half a century. Between
the years 187S and 1S8S, however, over three milhons sterhng
were spent on the improvements of the Seine, whicu was
divided into ten sections by the provision of some nine dams.
This made the channel capable of carrying heavier vessels
than the ordinary canal-boat of the French system, which
is limited by the formation of the artificial waterways of the
country to a load draught ol some 6 feet 6 inches. At certain
seasons of the year a depth of three times that figure may be
found in the improved Seine. The present plan would cost
some thirteen millions more and would therefore entail a
toll of at jeast three-and-a-haU francs a ton for its use for a
single journey. This expenditure would only provide
lacilities for the class of vessel which at present can reach the
port of Rouen, as it would not do anything for the channel
below that city, and it would not therefore tend to increase
the volume of traffic, especially as it is not thought that it
would attract any trade tor places beyond the French capital.
But the amount of the toll suggested is so high that there
would be little, if any, economy in providing a canal at all.
It would be just as cheap to continue to break bulk at Rouen
and follow the present practice of sending the goods on by the
present small barges. So I hardly think the canal is likely
to materiahze at present, unless, indeed, it be found that
its provision is the only way in which the flooding of the city
can be prevented.
The Newhaven and Dieppe Route
IS pushing ahead. One of the two railway companies inter-
ested in the steamship service is the Chemin de Fer de
1' Quest, which has witlun the last year or two been taken
over by the French Government and has since afforded
rather a fine object lesson as to the undesirability of nation-
alizing the railways of this country. But though the railway
has now become a State department, it is pushing forward the
development of its facilities and has recently had launched
for it a new turbine engined passenger steamship for its New-
haven service. This vessel, winch is the first of two sisters,
was launched under the name of Newhaven from the Granville
yard at Havre. She is to have a sea speed of twenty-two
knots and will have altogether accommodation for a thousand
passengers.
Sir Owen Philipps
continues to add to liis ventures in shipping. The London
and Thames Haven Oil Wharves, Limited, of which Company-
he is chairman, has just acquired the fleet of the European
Petroleum Company, consisting of some five tank steamers.
Thev are : —
Year Gross
Steamer. built. Builders. tonnage.
1. Baku Standard .. 1893 .Armstrong's 3708
2. Batoum 1893 Jas. Laing 4054
3. Vedra 1893 Jas. Laing 4057
4. James Brand ... . 1893 Armstrong's 3907
5. Broadmayne 1888 Palmer's 3120
Total tonnage, 18,846
The Port of New Yorlt.
Whilst British shipbuilders are increasing the size and draught
of Transatlantic steamships, the port of New York is en-
deavouring to improve the approaches to its harbour so that
the new monsters may be able to dock with the minimum
of delay. The Ambrose Channel is now reported to be about
seven-eighths complete. It is now navigable at mean low
tides for vessels drawing 37 ft. and going at a moderate
speed, whilst it has a maximum high-water capacity of
44 ft. The aim is to give a minimum depth of 40 ft. over
the whole channel.
The Thames River Service.
Those interested in the London County Council may find
some consolation for the loss of its Uttle paddle fleet by the
study of the first annual report of the City Steam Boat Com-
pany, wliich was formed to continue the work which the
Council was obhged to discontinue. The Company started
under the best auspices. Its business had been boomed
by the Council, and it was provided with a fleet of practically
new vessels at about one-tenth of their original cost. Yet
on its first year's working it shows a loss of no less than
^£1,728. This state of affairs is claimed to be due to the
abnormally wet summer which London endured in 1910,
and it is confidently e-xpected that 191 1, especially in view
of the approaching Coronation, will tell a different tale and
one much more acceptable to the shareholders. Though the
vessels which were discarded by the County Council seem
to have changed hands in the first place at something Uke
;£5oo apiece, the buyers seem to have proved their value,
for a re-sale of one of them has been reported at something
considerably over ;^2,ooo.
The "Balmoral Castle,"
which, as a King's ship, sailed for South Africa with the Duke
of Connaught and his suite on the i ith October, has fulfilled
her mission to the satisfaction of all concerned. She left
Portsmouth for Southampton, her home port, on the 3rd
January, where she was at once paid off, the Royal Naval
crew handing her over to her owners. She is appointed to
take the sailing of the 18th February to South Africa with
the mails. The advent of the two new mail steamers has
enabled the Union Castle Company to provide t\vin-screw
vessels for all its mail sailings, the Carisbrook Castle, latest
and best of the single-screw ves.sels, going as reserve steamer.
The two vessels formerly held in reserve were, of course, the
Dunnottar Castlr and the Dunvcgan Castle. Of these the
former has been taken on long charter as a pubhc yacht
by Sir H. S. Lunn, whilst the latter is now diverted into the
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
259
new service to East Africa via the Suez Canal, being appointed
to leave Middlesbrough on the 21st and Southampton on
the 27th January.
The agreement between the Union Castle Company and
the Crown Agents for the Governments of the East Africa,
Uganda and Nyassaland Protectorates and Zanzibar —
whereon the new service via Suez is based — has now been
published. The Company thereby undertakes to despatch
a steamship at least equal to those with which it maintains
its intermediate service, once in every four weeks. To enable
it to do this and to overcome the difficulties caused by the
Suez Canal tolls, the Government on their part undertake
to give it all their Government passengers and emigrants at
tariff rates, though power is reserved on emergency to send
one or two passengers by other conveyance. Similarly the
new service is to take the Government freight at agreed
rates. But in urgent cases goods may be sent by other
lines, whilst provision is made for the possibility of the Com-
pany's rates being higher than those of its competitors.
The Governments concerned further undertake to do all
they can to find homeward cargo for the steamships and to
arrange for the carriage by them of the mails on both the
outward and homeward voyages. The agreement is ter-
minable by six months' notice on the part of the Crown
Agents concerned.
The Elder Dempster Co.
has had two pieces of bad luck recently. There seems, in
the first place, now Uttle hope of the safety of their steamship
Axim. which sailed from London for Las Palmas and the
West Coast of Africa on the 9th December. It was at first
hoped that the absence of news could be accounted for by
the fact that for some reason she had failed to call at the
Islands. But soon lapse of time negatived even tliis hope.
Then came definite news which left no further room for
doubt. The steamer Elsmick Manor, arriving at Hamburg
from Nicolaieff, reported that at 11 a.m. on Christmas Eve
she passed the top of a wheel house and chart room surmounted
with brass stanchions and rails. This was evidently from
a steamer, and was identified with the missing vessel from
the fact that it bore a plate with a builder's number — 231 —
upon it. That number is the builders' number of the Axim.
This was found in lat. 47 N., long. 6-30 W. Then it was
announced that eight days previously in almost the same
position as that in which the wreckage was found, the steam-
ship Egyptian Prince sighted at five o'clock in the morning
a steamer without lights blowing her whistle. The master
of the Egyptian Prince answered the distressed ship, and put
his own vessel head on to the heavy sea then running to
await daylight. But when morning broke nothmg was to
be seen of the other vessel, though there was a little wreckage
in sight. It may therefore be assumed that it was on the
morning of the 15th December that the Axim foundered.
She was built for the British and African Steam Navigation
Co. in 1894 by the Naval Construction and Armaments
Co., of Barrow, and was a steamship of 2.804 tons gross
register. The other casualty was the stranding of the same
Company's steamer Montatik at Sekondi on the 14th January.
This vessel was built at Hartlepool in the same 5'ear as the
Axim. her builders being Messrs. W. Gray & Co. She was
of 4,040 tons gross.
The Qale of the 1 ith January
was one of remarkable violence. It disarranged the
Channel service on the South-East coast of England
and caused trouble to one of the finest of the Great
Western Railway Company's turbine steamers on the
Irish route. This was the St. David's, bound from
Rosslare to Fishguard, where she should have arrived at
about three o'clock on the morning of the 12th January.
In point of fact she was not berthed till noon, having had
her decks swept by the heavy seas and lost two seamen over-
board. This event, sad though it was, would not have
accounted for all the delay. But she lost her rudder and
was unable to enter the harbour till the gale somewhat
moderated. It is said that during the height of the storm
the waves striking on the rocks and breakwaters were running
to a height of a hundred feet. Fishguard is to have every
facility for safe and rapid navigation. The Trinity House
have just notified the fact that on and after the 8th March,
approach to the harbour will be rendered easy by the insti-
tution of a submarine bell connected\vith a gas-Hghted buoy
three miles north from the lighthouse on the breakwater.
At the same time there will be stationed at the Bishop Rock,
Scilly Islands, a bell buoy with submarine bell, in order that
a repetition of the Minnehaha accident may be prevented
as far as is humanly possible.
Wireless Telegraphy.
A remarkable feat has been performed by the wireless
operator of the Pacific Steam Navigation Comjiany's t.s.s.
Oravia. in conjunction with him of the Royal Mail liner
Aragon. The former vessel was about 100 miles to the
North of the Falkland Islands when a passenger handed
in a message for Liverpool, shortly before midnight on the
9th January. The message was at once sent off, and duly
picked up by the .4ragon. By he: it was re-transmitted
and so it reached the African coast, whence it was sent on
to the addressee. A recent paper has shown the advance
of communication by wireless. What one year is exceptional
next year becomes ordinary practice, and soon it will be taken
as a matter of course that passenger steamships, wherever
they may be, will be in continuous touch, either with other
vessels or with land stations. Communication at the present
time seems to be in process of being facilitated by various
agreements which are being entered into by the wireless
companies with one another and with the submarine cable
lines.
The Mersey Docks and Harbour Board
have just issued a well-.got-up and profusely illustrated
volume, which gives a history of the development of their
port from the earliest times, and of the genesis and construc-
tion of their world-famous docks and warehouses. The
unrivalled facilities which Liverpool can now offer to the
shipowner and merchant are thoroughly explained and
catalogued. The book is interesting, not only to the commer-
cial man but also to all those who value the British pluck
and determination which have induced Liverpool men to
spend so many millions on stone and concrete on their river
banks, in the knowledge that they would see such an ample
return for their labour and confidence.
The "Lusitania"
has made another excellent winter passage, reaching New
York at 4 p.m. on Thursday, the 12th January, her time
being 4 days 13 hour^ and 35 minutes, with a best day of
650 miles and a mean speed throughout of 25-37 knots.
REFRIGERATING APPARATUS FOR
MARINE TRANSPORT.
{Continued from page 196).
Removing the Heat that Passes into the Cold
Chamber.
It will be understood that it is not only important to lower
the temperature of the produce, but also to keep it at the
figure desired. If the temperature rises appreciably, any
incipient germs that are present have a chance of multiplying,
and the subsequent lowered temperature may not arrest their
growth. The produce, when it is at the low temperature at
which it is designed to be held, is inside a chamber, described
below, that is specially arranged to prevent the ingress of
heat from outside. In the case of frozen produce, for instance,
there is a difference in temperate climates of some 43°F. at
least, between the atmosphere outside and the air inside the
chamber. In the tropics, as marine engineers know well,
the difference may be as much as 8o°F. or even go^F. or more.
Modern methods of construction of cold chambers have
reduced the rate at which heat will pass into them, but even
with the very best construction some heat is constantly
passing through the walls, floor and roof or ceiling of the
chamber, and it is the office of the refrigerating appliance
described hereafter, to extract this heat, as fast as
it is delivered, so that the temperature of the atmosphere
surrounding the produce shall be maintained at the desired
figure.
The Construction of a Cold Chamber.
All cold chambers, whether on board ship or on shore, are
constructed on the same lines. They are virtually large boxes,
or cases, having a skin of insulating material, a skin that will
prevent or reduce the passage of heat through it. As
marine engineers know, all substances conduct heat, but there
is a great difference between the rate at which heat will pass
26o
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, iqii.
through diSerent substances. The metals conduct heat most
readily, and at the other end of the scale, there areafewwell-
knovvn substances, such as cork, silicate cotton, finely divided
flake charcoal, sawdust, wool and others, which offer a very
high resistance to the passage of heat through them. The
substances which offer the greatest amount of resistance to
the passage of heat are always those that are divided up into
minute cells or their equivalent. Cork, for instance, is a
substance which grows upon certain oak trees that are found
in Spain, certain parts of America and in other parts of the
world. If a section of cork is examined, it will be found to
consist of a very large number of very small air cells. Each
air cell is bounded by a thin membrane. In passing through
a mass of cork, the heat current has to pass through the
membrane of each cell, across the minute quantity of air,
thence through the membrane on the other side, through
the air in the next cell, and so on. It may be mentioned that
of all substances available as thermal insulators, still dry air
is the very best. This is one reason why the substances
named, in which there arc a number of very small air cells,
are such good insulators. In small bodies of air, such as exist
in the minute air cells of cork, there can be no air currents,
and no delivery of heat from one portion of the cell to another.
Where there are large bodies of air, as marine engmeers
know, convection air currents are set up, causing a transfer-
ence of heat from one point to the other. In the other sub-
stances mentioned, viz.. silicate cotton, flake charcoal, wool,
sawdust, etc., there are the same phenomena of air cells.
Silicate cotton, or slag wool as it is often called, is a substance
made from the slag or dross that is run off from the iron
smelting furnace, after the pig iron has been run into the
lieds. The slag is used largely for road mending. .-Ml sorts
of utensils also are made of it. some more or less ornamental.
It looks like a very vitreous stone, when viewed in masses.
The slag is put through a process very similar to that of glass
blowing. It is raised to a very high temperature, in a minia-
ture blast furnace, and exposed to a blast of air. The result
is the formation of a very beautiful mass of woolly looking
material, which is received by a chamber provided for the
purpose. If examined, the woolly looking mass will be found
to contain minute globules that look like glass, and the whole
appearance is very similar to that of spun glass. It contains
the air cells mentioned in connection with the cork, the cells
being interposed between successive fibres, as they may be
termed, of the wool.
■ The holds, or cold chambers m which produce is to be
carried, are protected from the ingress of heat from outside
by a complete skin of one of the insulating materials men-
tioned, just as electrical apparatus is protected by electrical
insulating materials. .An important point in connection with
the insulation of cold chambers is the prevention of the access
of moisture to the insulating sub.stance. Dry silicate cotton,
cork and flake charcoal are all good insulators. If wet, all of
them lose their insulating jiroperties to a considerable extent.
In building cold chambers on shore, the following is the
arrangement. The building itself may be of brick, or stone,
or even of wood. The walls are first lined with match board-
ing. Match boarding, it will be remembered, is made in large
quantities for the purpose of putting up partitions quickly.
It IS known also as grooved and tongued boarding. One edge of
each board has a groove, and the other edge a tongue. The
tongue of one board fits into the groove of its neighbour, so
that a continuous wall or partition is formed. The plating,
as it may be termed, with match boarding of the outside wall
IS the foundation for the insulating wall. It is sometimes
arranged to have a small air space between the outside wall
and the match boarding. This is also to prevent the passage
of the moisture that is always present in brick and stone walls
from passing to the match boarding. The inside of the match
boarding is protected by a layer of a special kind of paper
that has been developed for the purpose. There are a number
of papers on the market, the special characteristic of which is
that they are waterproof, and not expensive. They are
placed upon the inside of the match boarding, very much
as a wall paper is placed upon the wall of a living room.
.At a certain distance from the outer plating of match board-
ing, another wall or plating of match boarding is fixed, sup-
ported by wooden uprights, the inner and outer platings
of match boarding being separated by distance pieces
secured to the uprights. The two surfaces of the match
boarding face each otlici. Tin- outer surface of the inner
plating of match-boarding is also protected by a layer of
waterproof paper. The space between the two platings of
match-boarding is filled in withoneof theinsulatingsubstances
mentioned, silicate cotton, cork, flake charcoal, etc. It is
important that the insulating substance should be well ram-
me<l down, and that the space between the two match-
boardings should be quite full. There is a tendency, if the
insulator is not well rammed down, for it to settle, and leave
a space at the top, into which moisture may possibly enter.
Figs. I and 2 show sections of walls of cold chambers. A
modification of the arrangement where cork is used, is that the
AAA
V/ATERPfiOor PAPER
V\K 1
WATERPROOF"
Fig. 2.
cork is fixed upon the outside wall of match-boarding in the
form of bricks. The space between the two walls may also
be filled with cork bricks. The floor and roof of the room
are insulated in the same way as the walls, but with the
necessary modifications, allowing of the floor being walked
upon, and of the roof supporting fittings for the produce, etc.
F"ig. 3 is a section of an insulated floor. The distance between
the two walls of match-lioarding varies according to the con-
ditions, the difference of temperature likely to be met with
and the fancy of the engineer. The greater the thickness of
the insulator the greater should be the resistance offered to the
WATERPROOr
rape: r
I'iR. 3
jjassage of heat through it. It is sometimes the practice to
divide the space between the two outer walls of match -board-
ing into two. by uprights, and a thinner partititm, the two
spaces being packed with the insulator as before. The thickness
of the insulator ranges from 4 in. up to gin. Thci|iiestion of
economy largely rules the thickness of the insulator. The
problem is solved by the old method of the balance sheet.
The larger the amount of insulation, assuming that it is pro-
perly fixed, and of the best quality, and arranged in the best
February, igii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
261
manner, the smaller is the quantity of heat leaking through it,
and therefore the smaller is the amount of work to be doni-
by the refrigerating plant. On the other hand, the larger
the thickness of the insulation, and the more elaborate the
general arrangement of the insulating walls, the greater is the
interest upon the construction of the cold chamber. The
engineer who is designing a cold chamber will, therefore,
balance one against the other. Where coal is cheap, and other
things in proportion, and where the difference of temperature
to be dealt with is not high, the insulation may be small, and
vice versa. It should be mentioned that in a few cases air
insulation alone is relied upon. The double walls are built
in the manner described, but not very far apart, and the space
is divided up by uprights and cross pieces, so as to reduce the
possibility of the circulation of air currents. An air space
is also sometimes provided in the wall, as well as the insulation
as shown in Figs, i and 2.
In board ship work, the holds are usually converted bodily
into cold chambers. It is not wise to allow the skin of the
ship to be also the outer wall of the cold chamber, and there-
fore the commencement of the wall of the cold chamber is
usually a small space from the skin of the ship, an air space
being provided between them, as mentioned above. The
remainder of the arrangements are very similar to those on
shore, provision being made for hatches, which must also
be insulated.
(To be continued.)
THE HISTORY AND PRACTICE OF
LUBRICATION IN MARINE ENGINES.*
By Mr. J. Veitch Wilson.
THE two things which mainly trouble me. when asked to
prepare a paper for the delectation of friendly critics,
such as I hope are before me to-night, are, ist, the
selection of a subject, and, 2nd, the selection of a title. As
far as the first difficulty is concerned, your honorary secretary
saved me trouble by smiply intimating that he wanted a paper
on lubrication, leaving me free to choose the particular
aspect of the subject with which I shoukl deal. The title
which he has placed in your programme is wide enough, in all
conscience, for even the most ambitious essayist, so wide,
as it seemed to me, that in order to prevent misapprehension
or disappointment I have thought it better to define the
subject which I propose to bring before you this evening as
" The history and practice of lubrication in marme engines."
I shall proceed to deal with these two aspects of the subject
in the order given.
Early Steam Engines. — In discussing this section of
my subject I shall endeavour to deal with it from both the
historical and the practical point of view, mainly, however,
be it understood, with regard to lubrication, since, in regard
to the engineering aspect of the subject, every one in this
room is better and more intimately acquainted with it than
I, as a mere amateur, can profess to be. Yet, although I
do not venture to discuss engineering matters with you, I
may be permitted to refer to various stages in the develop-
ment of the steam engine in order to emphasize some points
in regard to lubrication to which I desire to direct your
attention.
B.C. 150-200. — I always think that the oil trade owes a
debt of gratitude which has never been sufficiently acknow-
ledged to Hero of Alexandria, who, 150 or 200 years before
the dawn of the Christian era, founded the engineering and
the mechanical trades of the world, for I fancy that in his
simple revolving engine, with the small power at his com-
mand, lubrication would play an important part. It is
difficult to suppose that, after Hero had shown to the world
the power of steam, its value as a source of energy should
be forgotten and its use abandoned, but history is silent on
the matter for upwards of fifteen hundred years.
.\.D. 1629. — The next reference which I find to the use of
steam as a motive agent occurs in a paper on " Horseless
Road Locomotion," which was read before the British
.\ssociation in Liverpool in 1896, by Mr. \. R. Sennett, a
distinguished member of the leading engineering, mechanical,
* Read at the Institute of Marine Engineers en 19th of
December, 1910. Chairman, Mr. James .\damson. Hon. Sec.
electrical and other learned societies. In this paper Mr.
Sennett says that " the first engine used for imparting rotary
motion to other machinery was that of the Italian Branca
and consisted of a sort of windmill, against the vanes of which
a jet of steam was caused to impinge." This engine was
introduced in 1629. We may a.ssume that the bearings of
this machine would also call for lubrication, and I therefore
also regard Branca as a benefactor to the oil trade. The
interesting thing to me in this connection is that, while we
moderns are given to regard the turbine as at once the most
novel and the latest thing in prime movers, the two engines
to which I have referred were undoubtedly turbines, that of
Hero being of the recoil or the reaction type, while that of
Branca was unquestionably of the impulse pattern.
A.D. 1601-1667. — The honour of being the father of the
modern steam engine is also, by many authorities, attributed
to the Marquis of Worcester (b. 1601, d. 1667), who is credited
with the invention, or perhaps more correctly with the
re-invention of the steam engine. Unfortunately for the
Marquis's claim to this distinction, no drawings or specifica-
tion of his engine have come down to us, but, from his de-
scription of his device as " an admirable and most forcible
way to drive up water by fire," I think that we shall not do
him any injustice if we assume that his apparatus was one
in which a vessel was filled with steam, which was condensed
by the application of cold water creating a vacuum into
which water rushed to be again expelled by the admission
of steam and the repetition of the cycle of operations. In
the Worcester engine we appear to have the prototype of
the Pulsometer of the present day.
A.D. 1705. — The next notable step in the history of the
steam engine was the introduction of the piston. This
important integral member of the modern steam engine we
owe to the French philosopher, Papin. whose name will go
down to posterity as the inventor of the steam digestor and,
more honourably still, as the inventor of the steam safety
valve. About the year 1690 Papin constructed a working
model of a steam engine, consisting of a cylinder, open at the
end, containing a piston and a little water below it. The
water was converted into steam by the application of heat,
and rai.sed the piston. The machine was allowed to cool, the
steam condensed and the pressure of the atmosphere caused
the piston to descend. The backward and forward motion
was converted into rotary by means of a rack and pinion
and ratchet wheels. Here, therefore, with boiler and cylinder
in one. we have probably, as far as space is concerned, the
most economical engine which it is possible to conceive.
.\nd, to my mind, the beauty of the Papin engine is that it
afforded opportunity, if it dul not actually call for, the use
of cylinder oil.
A.D. 1697-8. — A few years later, Captain Savery-, having
doubtless the Marquis of Worcester's engine in mind, pro-
duced a modification and perhaps an improvement of that
engine. The Savery engine, if we may apply the word
" engine " to an apparatus which had no moving parts, at
any rate achieved the distinction, denied to its predecessors,
of being used to some extent in industrial operations, more
particularly in the drainage of mines in Cornwall and Devon-
shire. The essential improvement in the Savery engines
over the earlier types was the use of a boiler separate from
the vessel in which the steam did its work. Still, as you will
Observe, the Pulsometer idea.
A.D. 1705. — FoUow^ing closely upon Savery we come
on the first, I had almost said first " true " engine in which
all the essential elementary principles of the modern steam
engine are to be found. I now refer to the engine jointly
invented by Newcomen, Cawley and Savery in 1705. In
this engine there was a separate boiler supplying steam to
a separate cylinder, in which a tightly fitting piston was
provided. Steam from the boiler was introduced to the
cylinder under the piston which was raised. When the
piston reached the top of its stroke a jet of water entered
the cylinder, condensing the steam and producing a partial
vacuum. The pressure of the atmosphere on the upper side
of the piston caused it to return to its original position at
the bottom of the cylinder and the operation was continu-
ously repeated. The piston was attached by a chain to one
end of a walking beam to the other end of which were sus-
pended, by a chain, the pump rods and buckets by which water
was to be raised from a well. The weight of these helped to
raise the piston, while the atmospheric pressure on the piston
262
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
over the vacuum in turn raised the bucket with its charge
of water. In this case it is certain that the tightly fitting
piston would, of necessity, require lubrication of some kind.
The two engines which I have just described, viz., those of
Savery and Newcomen, with others, in which the effective
power was derived from the weight of the atmosphere upon
the return journey of the piston, arc generally referred to
as " atmospheric engines," despite the fact that steam was
the primary condition of their action.
Watt. b. 1736, d. 18 19. — .\s it is possible that these ele-
mentary remarks of mine may fall into the hands of some
chance reader, less familiar than you are with the early
history of the steam engine, I hope that you will excuse me
for occupving your time by referring to the part taken by
Watt in the development of the steam engine. We have
all heard in our school days of James Watt's birth in Greenock
of respectable parents, of the boy's delicate health, of his
education at home, of his sojourn in London to learn business,
of his return to his native air on account of health, of his
apprenticeship to a mathematical instrument maker in Glas-
gow, and of his start in business on his own account in that
city. Next we learnt of the critical moment in his life when,
a model of Newcomen's engine having come into his hands
for repair, he discovered its defects and invented the remedies.
How from the crude single-acting engine with cylinder and
condenser in one he evolved the double-acting engine with
separate condenser and added to its efficiency by the addition
of a governor of his own invention. We are also familiar
with the story and the picture of James Watt as a boy with
his arms on his knees and his chin in his hands before the
kitchen fire, studying the escape of steam from the jumping
lid of the tea kettle and therefrom deducing the first idea
of the mechanical power of steam upon which is founded
the claim that James Watt invented tlie steam engine. The
story is doubtlessly an apochryphal one as it has been shown
in numerous treatises, and as I have briefly indicated above
that steam had been employed as a power agent for centuries
before Watt's birth. But while we cannot recognise Watt
as the discoverer of the power of steam or as the original
inventor of the steam engine, I do not think that I overstate
the case when I say that in thus transforming the feeble
machines of his predecessors into a practical engine Watt
did more to shape the destinies and to promote the welfare
of humanity than did Julius Caesar by all his victories or
Columbus by his discoveries. Since James Watt's days
improvements and inventions relating to steam engines have
poured upon the world in an endless never-ceasing torrent
of patents filling acres of shelves in the Patent Office, the mere
indices sufficient to stock a library. Of course, it would
be as impo.ssible as it would be incongruous, in a paper of this
sort, to attempt any enumeration of these, but I hope that
you will bear with me when, claiming one of the privileges
of age, I tell vou that it has been my good fortune to remem-
ber the old Inditstrv which, built in 1814, was, according to
Captain Williamson, the historian of the Clyde passenger
steamers, the sixth steamer to be launched upon that river,
the mother of steamships. Often and often have I stood
on the custom-house quay, Greenock, in the evening and
watched the good old boat as, with much puffing and blow-
ing, and with paddles that seemed to come to a stop twice
in every revolution, she started on her nightly voyage with
her cargo of sugar for Glasgow. The last that I saw of the
old boat was on the mud in Bowling Harbour and now I
understand, that her engines rest in Kelvingrove Park,
Glasgow.
Having now briefly and, I fear, somewhat imperfectly
dealt with what may be described as the traditionary period
in the history of the steam engine. I should like to deal in a
similar manner with the early history of oils for which we
may claim even greater antiquity than that which falls to
the credit of the steam engine. I am bound to say that,
until I began to look about me for material for this paper,
I had not realized how scanty is the available information
upon the early history of the oil trade. Oil manufacturers,
oil dealers and oil users alike seem to be content to accept
these useful products as they find them and care not to
enquire whence or how they come to be there. To me it has
always been a matter for wonder and amazement when and
by whom, from such interesting but unlikely raw materials
as those represented by the samples 011 the table, the highly
refined and beautiful products with which we are all familiar
were originally obtained. The same puzzle occurs with
regard to the many articles of food which we daily consume
with confidence and pleasure. Who first had the courage
to try them and how many victims were there of misplaced
confidence ? I have ransacked all the dictionaries, encyclo-
paedias and technical books in my own possession in vain.
I have worried any and all of my friends who were likely to
know anything of the matter. I have applied to the British
Museum, but failed to find any references to the use of lubri-
cants earlier than the first half of the nineteenth century.
Finally, through the kindness of a friend I got into touch
with Dr. Bradley, who is associated with Sir James .Murray
in the production of the great new English Dictionary, and
from him I obtained a number of classical references to the
use of lubricants. I quote some of these, with the years in
which they were used.
1462, " hys fellow schall greese ye bellys and fynde greese
therto."
1530, " He greaseth his carte to make it go the better."
1 598, " To annoy nt and grease the axle-trees of the carriage.
I give you one more, this time in a poetical form, from
Cowper's " Progress of Error."
1780, " The carriage bowls along and all are pleased
If Tom be sober and the wheels well greased."
These dates, however, from my point of view, are all com-
paratively modern, being all " ,\.D.", while it was my desire
to find references not in later centuries of the Christian Era,
but in the earliest centuries of the history of the world. So
I next turned to mv copy of that ancient historian of the Jews.
Flavins Josephus, and although I failed to find in his records
any reference to the use of oil as a lubricant, I was interested
in learning that oil monopolies are no such new things as we
moderns are disposed to imagine, for I find this story of a
certain " John " who had been engaged in repairing the walls
of his native city (Gischala) that, with a view of raising
money, " He contrived a very shrewd trick, and pretending
that the Jews who dwelt in Syria were obliged to make use
of oil that was made by others than those of their own nation,
he desired leave of Josephus to send oil to their borders ;
so he bought four amphorae with such Tyrian money as was
of the value of four Attic drachmae and sold every half am-
phorae at the same price ; and as Galilee was very fruitful
in oil, and was peculiarly so at that time, by sending away
great quantities and having the sole privilege to do so he
gathered an immense sum of money together," apparently
the sort of transaction to which we should apply the term
" trust " or " corner." Josephus having failed me I turned
to the " Old Testament " in which, with the help of Cruden's
Concordance, I found numerous references to the subject
in which we are interested, viz., oil. These, however, mainly
apply to the use of oil for sacramental and domestic purposes.
The first occurs in Gen. xxvii. 18 (about B.C. 1760). "and
Jacob rose up early in the morning and took the stone that
he had used as a pillow and set it up as a pillar and poured
oil upon it." I next bethought me that, as chariots are
frequently referred to in sacred writ, 1 might find some
reference to the use of oil in connection with these. Refer-
ences to chariots I did find in Gen. xh. 43 (about B.C. 171 5),
" And he made him ride in the second chariot which he had,"
and again in E.xod. xiv. 25 (about B.C. 1490), referring to the
passage of the Red Sea, " -A.nd they took oft" the wheels of
their chariots, so that they drave heavily." There is no
reference to the use of oil. or of any other lubricant, in either
of these cases, but as we have ample evidence that, m these
ancient days they were familiar with oil (probably olive oil)
for sacramental and domestic purposes, we may assume
that they were also acquainted with tallow or suet which
they would obtain from tlie flesh of animals in the prepara-
tion of their food. We may also assume that, whether the
axles of their chariots were made of wood or of iron, there
would be a terrible squeaking and they would " drive heavily"
unless some unguent were applied. Nor would they have
far to seek for what they required, since, as we have already
seen, they were acquainted with olive oil, probably with
tallow and, some centuries earlier, with petroleum, perhaps
under some other name, such as pitch or bitumen, for we
learn from Gen. vi. 14, that about three thousand three
hundred vears B.C. Noah was told to build an ark and to
" pitch it within and without with pitch." .Vgain. in Gen.
xi. 3, in reference to the building of the tower of Babel, we
read that " they had bricks for stone and slime had they for
February. 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
263
mortar." \ext we find reference to the origin of tfiis slime
in Gen. xiv. lo, where it is said " And the Vale of Siddim
was full of ' slime pits' " by which from the manner in which
petroleum has been found in later days in the eastern hemi-
sphere it is permissible to suppose that natural petroleum
wells are referred to. In further proof of the antiquity of
petroleum we find in Deut. xxxii. 13, that "he made hmi
much oil out of the dry rock." evidently some kind of pump-
ing well, ^nd again m Job xxix. 6, where Job says, " and the
rock poured me out rivers of oil," suggesting that they had
in these days what we now describe as " gushers." From
this it wo'dd appear that, even in these patriarchal times,
they had at their disposal animal, vegetable and rock oils
and were thus almost as well provided with materials for
lubrication as we are after a lapse of 5000 years. Doubtless,
although we have no record of the fact, they had ways and
means of preparing from these crude materials suitable oils
for use in the sanctuary and for cooking, for lighting and
for lubrication, and I conceive it probable that these duties
devolved upon oil merchants who would have their own
notions regarding the best blends and brands for all possible
purposes and conditions, just like some of their successors
of the twentieth century. That the knowledge and use of
these natural earth oils, by whatev-er name, slime, bitumen
or pitch, they were called, was not limited to the Holy Land
is shown by the fact that, when Moses' mother prepared the
ark of bulri shes for the child's reception, " she daubed it
within and without with shme and pitch," proving that these
materials were known and useii m Egypt in the days of the
Pharaohs, as in the process of embalming.
Turning to other history we find, accorduig to Herodotus,
that the Zoroastrians, or Persians, about 450 B.C., worshipped
the eternal fires which they found in the neighbourhoou of
the Black Sea. It is assumed that the flames which they
viewed with superstitious awe proceeded from some natural
gas escaping through a fissure in the rocks or from some
little petroleum spring oozing through the surface of the
ground and accidentally ignited. This probably happened
on the peninsula of Apsheron on the Caspian Sea, but the
commercial value of the wells was not realized till the 13th
century, and they then became the subject of much lightmg
for their possession on the part of Persians, Armenians and
Russians, the victor for the time being taking the wells and
their produce for his reward. After many changes of owners,
the coveted prize finally (about 1801) fell into the hands
of the Russians, who still hold it. It is certain, however,
that, in addition to the well-known oil regions in America,
oil has been found in large quantities in Burmah, in China,
in Japan and in other eastern countries, and now petroleum
is found in Russia, in Galicia and in several other adjoining
countries in eastern Europe,
It has alwavs appeared a mystery and a misfortune to
me that the authors of the many excellent technical works
which have been published upon oils have contented them-
.selves by describing the origin, the properties and the uses
of the oils they refer to, but have told us nothing of the
history of these products. I have, however, been doing a
little research on my ow-n account by dipping into the records
of the Patent Office, and although there is not time to go
exhaustively into the matter this evening, I think that \-ou
will be interested in some of the information whicli I have
obtained. I therefore mention a few. In 1637 a.d., Thomas
Tookey was granted a patent for " The sole making of lamps
and of an engine and mill for the cheape and speedy making
of oyle for the use of lamps and otherwise." Nothing is
said of the material from which Mr. Tookey proposed to make
his " oyles." In 1694 we find a patent granted to Eile,
Hancock and Portlock for " A way to extract ai d make
great quantities of pitch, tarr and oyle out of a sort of stone."
This seems to be the earliest reference which we ha\-e to
mineral oil. In 1716 a patent was issued to Talbot Edwards,
who claims " the sole making of pitch, tarr and oyl," but,
while admitting that such thirgs have been formerly
attempted " from rock or roofe stone by breaking, grinding
and boiling the same," explains that his " new and better
way is by fluxing with fire only." Now as shale is frequently,
if not always, found on the top of coal it seems evident that
some sort of shale is referred to in this specification, while
the method of " fluxing by fire " plainly points to the use
of some fore-runner of the retort of the present day. The
next specification is still more interesting and definite. It
was granted in 1742 to Michael and Thomas Betton for
" An oyl extracted from a flinty rock, for the cure of rheu-
matick and scorbutick and other cases." The patentees
go on to say that " the black pitchy flinty rock, which is
commonly found lying next and immediately over the coal
in coal mines, is first powdered and put into a furnace covered
down close with a head to it and worked with fire which
will extract the said oyl from it." I pass over several other
specifications in somewhat similar terms and come to the
epoch-making patent of the Earl of Dundonald, who was
eminent alike as a naval commander, a politician and a man
of science. To this gentleman is due the credit of having,
by his patent. No. 1291, of 30th .^pril, 17S1, demonstrated
how " tar, pitch and essential oils might be obtained from
pit coal," He describes the apparatus in which the process
is carried on, the method of internal firing without the use
of any other fire, the process of distillation and of condensa-
tion, all in terms which might be applied to the methods of
the present day. It would be of little interest to enumerate
all the many patents which follow those to which I have
called \-our attention and I leave them without further
remark.
.Ancient F.\ttv Oils. — While we have many admirable
technical books in which the raw materials from which oils
are obtained, the methods of their manufacture and their
properties are fully and carefully set forth, none of the
writers with whom I am acquainted has given us any account
of the introduction or of the early uses of these oils. It
may seem rather presumptuous on my part to attempt to-
make good the deficiencies of these authorities, but my
curiosity tempted me to look up some of the old patent
records and as the information which I obtained interested
me and may interest you. I bring some of it before you.
The records of our Patent Office begin with the year 161 7
A,D,, but many of the specifications to which I am going
to refer appear to be re-introduced and were in use for the
production of various oils.
A.D. 1617. — The first oil patent on record is one granted
to John Wolfen and John Miller in November, 1617, which,
on account of its quaintness, I quote in full, for " A certayne
oyle or composicon of oyles wherewith to keep armors and
amies from rust, canker, or the like meanes of perishinge or
decav. farre exceedinge the ordinary wayes or meanes nowe
or heretofore vsed in that behalfe," all which reads very
much like an intelligent anticipation of Price's Rangoon oil
of the present day.
A.D. 1624. — The first vegetable oil to which I find a refer-
ence is " Rape." This patent was granted to Benedict
Webbe in December, 1624, for " A kinde of oyle to be made
of rapeseede and other smalle round .seedes, for the vse of
clothing, and vppon manie chargeable trialls . . . hath
now att last attained to the p'fcct art and skill of making
the said oyle of rapeseede and other smalle seedes aforesaid
which oyle vppon trialle thereof by manie clothiers of our
counties of Wiltes, Gloucester, and Somersett, is found far
better for the v.se of clothing than*that which hath beene
yeerely brought out of the low countries, and as usefuU as
the Spanishe oyle yeerely imported into this Kingdome of
England, and bought att deare rates and prices for the vse
of the finest sortes of clothes." Here, therefore, we have
it on record that English rape oil, oil from the " low'coun-
tries." doubtless rape oil, and Spanish oil (olive oil) had been
used by English woollen manufacturers anterior to 1624.
A.D. 1636. — Ne.xt in the long procession of patents we
come upon one granted to Edward Biddle and Thomas
Osbaldstone in 1636, for the extraction of tallow and oil
frome bones. This sets forth, in the curious phraseology of
the times, " a newe waie, not heretofore vsed of drawing out
and extracting the tallows or liquid substance of the said
bones to the generaU good of our subjects, as well in bringing
downe the excessive price of tallowe ... or liquide sub-
staunce soe to be drawne out . . . alsoe giving vs to vnder-
stand that the offil of the said bones may notwithstanding
be employed to manie good purposes besides."
A.D. 1673.. — A patent was now granted to Lewis Bayley
for " A mill for grinding of rapeseed and lynnseed, with a
presse to produce ye oyle of the same, and alsoe for ye grind-
ing of Brazile wood, logwood and other hard woods and
things grindable, which mill workes a new way without
stones."
A.D. 171 3. — Now what do you think of beech oil ? Well.,
264
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, igii.
Mr. Aaron Hill in 1713 declares " How from a certain good
and wholesome vegitable, of the growth of Create Britaine,
might be expressed a sweet and wholesome oyle not hitherto
known or discovered in this kingdome. This is obtained by
expressing the fruit or seed of the beech tree." Beech nut
oil. although we do not hear much about it, is still an article
of commerce and is used, in France, for salads, for burning
in lamps and for making soap.
A.D. 1734. — A few years later and we find the first men-
tion of lard oil. This occurs in 1734, when a patent was
granted to Samuel Simpson for " .\ method for extracting
an oyle or grease from the flesh of swine, which will be as
usefiiU as any foreign oyl in the woollen manufacture, and
sold at a much cheaper rate and also an encouragement for
the mcreasing breed of swine and thereby afford a large
quantity of manure."
A.D. 1744. — Ten years later we find a patent granted to
Nicholas Belli and Anthony Gualterai (1744) with much
wealth of detail for " working a vegetable extraordinary
productive of oyl of a sweet taste, fine colour, wholesome
and of great use, especially in the manufacture of wool.
Rich tallow land is to be plowed, then dressed with good
stable dung and sewn with " the seed called sesamo, mixed
with fine dry mould, about four pounds to an acre." This
oil under various names, Teel Oil, Benne oil or Sesame oil,
stiU occupies the position of one of our standard oils, and
the fact that it is recognised as a substitute for olive oil shows
that our ancestors were good judges of oil when they recom-
mended " Sesamo " for use on wool. Those patents to which
I have already called your attention have mainly been for
tlie mere production of oils from various materials, and it
has struck me in reading them, as it has doubtless also struck
you, that they all refer to new ways of obtaining oils, which
is a clear indication that the production of these oils was by
no means a new thing, but had been practised for generations
or it may be for centuries.
A.D. 1748. — This is confirmed by the next patent to
which I refer. This was granted to Daniel Bridges in 1748,
for a new way of refining oil. Bridges' claim is for a " new
method to refine, purify and meliorate an oyl extracted from
rape seed commonly called rape oyl, to a far greater per-
fection than ever known before, etc." Bridges' method was
the use of oil of vitriol or sulphuric acid, and is the basis of
the systems in use at the present day. This same gentleman
turns up a few years later as the patentee of a new method
for making sperm candles.
A.D. 1754. — I trust that you will not regard me as guilty
of abusing your patience if I refer to one more patent which
serves to amplify the list of oils which our forefathers were
acquainted with, and confirms my statement that these
early patents were modifications of processes previously
in use. The patent which I now refer to was granted to
Peter Zomer for " A method of extracting and making from
the tails and fins of whales, and from such sediment, trash,
etc.. etc., as were usually thrown away, a sort of black ' train '
oil." My interest in this patent consists in the evidence
of the early use of the name " train," as apphed to whale oil.
Coming to modern times, I hope that the southerners
among my audience will not think me guilty of inordinate
vanity when I claim that to a Scotsman is due the inception
and the inauguration of the petroleum trade of the world.
In 1S47, Mr. James Young, a Glasgow man, had his attention
drawn by Dr. subsequently Lord, Lyon Playfair to a small
petroleum spring in Alfreton, Derbyshire. Mr. Young leased
the spring and refined the products but as the spring became
exhausted in two or three years, Mr. Young, having in mind,
no doubt. Lord Dundonald's and Mr. Murdoch's efforts in
producing gas from coal, directed Iris attention to the dis-
covery of some material from, and a method by which liquid
hydrocarbons could be artificiallv produced. That material
was found in the Boghead or TorbanehiU mineral, of which
considerable deposits were found near Bathgate in Scotland.
This mineral, when gently heated in retorts similar to those
used in the manufacture of gas, yielded from 100 to 130
gallons of oil per ton, or nearly half the weight. Similar material
(the question whether it should be called coal or not gave
rise to a great law-suit which extended over many years)
was found in the " .Vlberf" mineral in North America and
in some of the Australian coal measures. Having arranged
for a sii])])ly of Boghead, Mr. Young took out his first patent
No. 1399^, on 17th October, 1850, which may be regarded
as inaugurating the paraffin and the petroleum industry of the
world. I say also the petroleum trade, because Mr. Young,
being in possession of the master patents, granted licences
to various firms in America and elsewhere for the production
of oil from shale, coal and oil. It therefore remains a his-
torical fact that the first mineral oil produced in America
was so produced under Mr. Young's patent and licence.
It may also be of interest to mention that, before the dis-
covery of petroleum in America, paraffin oil had been sent
in considerable quantities from this country to America.
Strange as it may appear to you, it was also the case that,
before the inauguration of the American petroleum trade,
refined petroleum was also sent from this country to America.
Among the first countries in the world in which petroleum
was worked on a commercial scale was Burmah, the source of
Rangoon petroleum. The value of the oil had been appreciated
and various attempts had been made to refine it. A successful
process had been invented by Mr. Warren De La Rue in
1853. The patent was acquired b)^ Price's Patent Candle
Company, who sent agents to Burmah to arrange for regular
supplies of crude oil. This was shipped to England, where
it was refined by the Candle Company and several valuable
products were obtained. These included wax for candle
making, and oil for lubrication and for illumination. Price's
Patent Candle Company were, therefore, the first to import
and the first to refine petroleum in tliis country, and in the
first half of 1859 they shipped upwards of ten thousand
gallons of this refined petroleum to .\merica, but the dis-
covery of petroleum in ttie United States in that year put an
end to this trade. For many years before this date petroleum
had been known among the Indian tribes of North America,
who used it mainly for medicinal purposes. Latterly it
had attracted the attention of speculators and on the jSth
August. 1859, Colonel Drake, who had been prospecting in
Venango County, Pennsylvania, struck oil at a depth of ^l
feet. Oil having been located in this way, numerous other
wells were sunk in the neighbourhood and the petroleum
industry of the United States, which was destined to re-
volutionize the oil trade of the world, was launched upon
its marvellous career.
(To be continued. )
Messrs. Leonard Chapman & Co., Ltd., Importers and
Manufacturers, .Muiiton Road, Lontlon, S.E., report :
Graphite, as imported, according to quality.
i s. d. / s. d.
Ceylon L.L. c.i.f. London .... 16 5 o to 38 10 o per ton
O.L. ,, II 9 6t038 96,,
chips ,, .... 9 5 o to 28 o o
dust ,, .... 1) iti o to 25 00
Purified, milled and ground.
Ceylon, 97 % to 99%, f.o.b.
London 59 o o to 63 o o per ton
qo%to9i% ,, 40 o ot0 42 o o
80% to 81% ,, 30 o Ot0 32 o o
70% to 71% ,, 27 o o to 28 o o
American, large flake, f.o,b.
London 45 o o to 49 o o
small ,, 35 o o to 45 o o
Joint Compd. per cwt 2 9 o to 2 12 6
Paint Paste 2 2 o to 2 5 o
Paint per gall o 4 9 to o 5 3
Wholesale lists of tinned goods on application.
The " Paragon " Propeller. — An interesting demon-
station of a new form of propeller for marine and river craft
was recently given at Richmond before a party of Admiralty
and other experts. The propeller is the invention of Mr.
L. Vojacek, and it is being introduced into this country by
The "Paragon" Marine Propeller Co.. of 11, Bush Lane,
London. E.C. A feature of the prop^'Uer is that the direction
of the boat to which it is fitted can be altered without re-
versing the engines, and as the steering is done by a pro-
peller instead of a rudder the movements of a boat so fitted
are more closely under control and, therefore, quicker in
action than the ordinary rudder, as was demonstrated at the
time. The inventor claims that the device is equally applicable
to large or small vessels. Our readers are referred to the
October issue of The Marine Engineer and Naval Arehilecl,
where further particulars and illustrations are given of this
propeller in an article entitled " The Internal Combustion
Ensrine."
February, 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
265
List of Vessels Launched in 1910.
(Continued from page 230.)
ENGLISH.
J. G. Fay & Co., Southampton.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
erect.
3 Vessels Wnmi - S7 — —
FRENCH.
Schneider & Co., Creusot.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
erect.
Submarine SCi Steel — — 300 720
2 Lighters La Paloma — 20oea —
2 Lighters , ., •• 30oca —
WORK ON HAND.
Submarine SC 2 Steel — — 311 —
Submarine SC3 — — 3" —
GERMAN.
" Weser " Actien Gesellschaft, Gropilingen, Bremen.
G.T.
Name of Vessel. Built of owners. G.T. inclu. I.H.P.
erect,
t Perseus, Andromeda, Phoe-
bus, Bacchus, Najade and
Xixe Steel Bremen djoea — 658e
WORK ON HAND.
ThuringenXos. 171 & 174 Steel Wilhelmshaven — — —
«i No I7.=i Bremen 100 — 250
+ No. 176 Hamburg 3,000 — r,7oo
+ No. r77 •' -"*5° ~ ''5^°
t No 178 Bremen 5,000 — 2,300
t Nos.r79,lSo,l8i andi82 ,, ,, 658ea — :,Soea
m No. 397 •■
JAPANESE.
The Kawasaki Dockyard Co., Ltd., Kobe, Hyoso.
G.T.
Name of Vessel. Built of Owners. G.T. inclu. I.H.P.
erect.
Shintoku Maru, Trawler .. Steel Kobe 2tG — 5.io
DarichiMivajima Maru and
Daini Mi'yajima Maru, Tugs „ Ujina 56ea — tsoea
Nanzan Maru, Barge . . „ Dairen 4S9 — -8°
Hokuto Maru, Tug ,, 62 — 250
Yebesu Maru, Trawler . . ,, Kobe 214 — 5 50
t Daiun Maru. Cargo Boat . . „ ,. 2,950 — 1,000
Not yet named, Bucket
Dredger Mive 300 — 300
Depositing Dock Kobe 2,300 — —
Floating Dock .. .- Ijin.i 650 — —
WORK ON HAND.
One 4,950-tou Second-class Cruiser for Japanese Navy, one 8,000-ton
cargo steamer, one 780-ton gunboat , one 375-ton destroyer, one set of Curtis
marine turbines for a battleship for the Imperial Japanese Navy and ditto
for a Japanese second-class cruiser.
The Ailsa Craig Motor Co., Ltd., of Chiswick, report that the most noiice-
able feature in their business of marine motor work in 1910 has been the
increasing use of paraffin fuel instead of petrol , go per cent, of the Company's
output now consisting of motors using the heavier oil. They further report
that prospects for itjii are most favourable.
Messrs D. Ramsay, Smith & Co. inform us that the past year has brought
them many orders for marine propellers of the solid and reversible bladed
type.
Messrs. J. W. Brooke & Co., Ltd., say that 1910 has been a particularly
satisfactory year so far as orders, output and general business are concerned,
showing an increase over the 1909 outpui of over 70 per cent., and to deal
with this l.irge increase llieir factory has had to be considerably enlarged.
Geipel's Steam Traps.— We are informed by Messrs. Wm. Geipel & Co.,
Vulcan Works, St. Thomas Street, London, S.E., that during the past year
their business in :,teani tra()S has shown a substantial increase, particularly
in the " Rapidity " type that is now rapidly replacing the older type.
The above arrived too late for our January issue.
t Triple. m Motor.
The Sturrock Boiler Furnace Bridge. — This special fit-
ment to the furnaces of marine and land boilers grows in favour
wherever it is adopted ; and we have before us a list of be-
tweeii 400 and 450 steamers whose boilers have been fitted
with it. The year 1910, indeed, was a record year, and the
makers. Messrs. The Sturrock Patent Bridge and Engineering
Co., Reform Street, Dundee, report that the orders on hand
at the close of the year numbered fully double what they
had ever done at the same time in any previous year. Re-
ports from many quarters are received testifying to the
highly satisfactory results obtained from the adoption of the
bridge in marine and land boilers, and to the admiralile way
in wliich it meets all the objects for which it was introduced.
These, it mav be shortly stated, were to provide at moderate
cost a bridge wall which should be indestructible, could be
easily removed and replaced without sacrifice of the material
comprising it, and which should assist in the perfect com-
bustion of the fuel in the furnace, and also act as a smoke
consumer. Composed of cast iron bars with suitable air
openings between, and with air openings through the bars
at the crest of the bridge, highly heated air is admitted to
mingle with the gases from the furnace, as they pass into
the combustion chamber, thus effecting their complete com-
bustion and preventing smoke. The bars never reach fusing
point, do not burn or twist, and no clinker ever adheres to
them. The whole bridge wall can be taken down to admit of
examination in all parts of the furnace, and be as easily
replaced without destroying any jiart, thus effecting a great
saving in comparison with bridge walls of brick and fire clay,
antl doing a wa v witli all corrosion of the furnaces, which always
takes place under the brickwork.
REVIEWS.
Les Flottes de Combat en 1911. By Commandant de Balin-
court. Irancs ;. Pans and Nancy : Berger Levrault
et Cie.
\\'ith the commencement of a new year there appears the
annual edition of this excellent book, brought thoroughly
up-to-date and containing particulars of the world's navies
and details of the latest additions thereto. The notable
feature in the construction of warships during the past year
has been the general advancement in size and displacement,
zy.ooo tons now being pretty general, and a displacement
of 32,000 tons is being anticipated in several countries.
Turbines are also to be found in the more recent ships. .\n
increased thickness of armour follows the increase of tonnage
with heavier armaments carried, it being noted that
England has been the first to carry guns with 13-5 ins.
boi-e. The new vessels of the battleship class, no-w
completing or building, to be added to the British fleet are
the Neptnne. Colossus and Hercules, whose tonnage is
stated at 20,600 tons with ten 12-inch guns in five turrets.
These vessels are fitted with turbine engines to give a speed
of 2i'S knots. Also the Orwii. Monarch, Conqueror and
Thundeier. with a displacement of 22,800 tons and turbine
engines to give a speed of 21 knots. These battleships are
armed with ten 13-5 guns in five turrets, all arranged axially,
and have two funnels. Amongst the armoured cruisers the
Lion and the Princess Eoyal are listed, having a displacement
of 26,773 tons, with turbine engines of 70,000 horse-power,
giving a speed of 30 knots, and having eight guns of 13-5
inches diameter in four turrets in the line of the axis of the
vessel. Germany has some six additions to her ironclads of
a displacement of about 21.500 tons, fitted with turbines
ha'ving a speed of about 20 knots and armed with 1 1 -inch
guns. " .As the latest in armoured cruisers in Germany, we
find the Von der Tann and the Moltke. of 19.000 tons dis-
placement with a speed of 27 knots, and carrying eight guns
of 1 1 inches m diameter. In the United States of America
the new vessels are the Arkansas and Wyoming, with a
displacement of 26,416 tons with turbines making a speed
of about 21 knots and fitted with twelve guns of 12 ins. in
diameter, arranged in six turrets placed axially. In France
the onlv addition appears to be the two ironclads Courbet
and Jean Bart, tvith a displacement of 23,467 tons, provided
with turbines for a speed of 20 knots and armoured with
twelve 12-inch guns in six turrets, not arranged axially.
In Brazil it is to be noted that the latest additions are the
Mina-Geraes. the San Paulo and later the Rio de Janeiro,
of which the first two have a displacement of 19,813 tons,,
with an armament of twelve guns of 12 inches in diameter,
and the last is to be of 32,000 tons with twelve guns of about
14 inches.
The "Practical Engineer" Pocket Book and Diary, 1911.
Cloth, price I /- nett ; leather 1/6 nett. London: The
Technical Publishing Co., Ltd.
266
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
The " Practical Engineer " Electrical Poclcet Book and
Diary, 1911. Cloth, price i/- nett ; leather i/6nett.
London : The Technical Publishing Co.. Ltd.
rhese pocket book.s. published at a low price, ate excellent
value for the money, and that they are appreciated is proved
by the regularity of their appearance year by year. They
are full of information necessary to the engineer, and
should be in the hands of all those concerned. With regard
to the first named it was considered a lew yeais back that
at 600 pages the limit in bulk had been reached, but the present
edition is enlarged to 702 pages, with a diary in addition.
The information is up-to-date, and all obsolete matter has
been done away with. The new matter comprises notes on
stoker ."systems, calorimeters, fuel economisers, thermal
storage, superheaters, liearing pressures, recent practice in
ball and roller bearings, cup leathers, chain drivings, the
magnetic clutch, pyrometry, pneumatic tools, etc. The
revision of the book has been extensive and affects many
articles.
The Electrical Pocket Book has been greatly revised,
caused by the progress made in connection with electrical
engineering during the preceding twelve months. The
article on the dynamo has undergone revision by Mr. C. C.
Hawkins, M.A., and among other alterations and additions
which appear are notes on the Ward-Leonard, Ilgner and
Westinghouse rotary converter equalizer systems ; balancers
and boosters, metallic filament lamps, etc. A re-arrangement
of wire tables and a synopsis of the iqoq Electric Lighting
Act is also included.
Each volume contains at the end a diary on ruled section
paper.
Official Year Book of the Scientific and Learned Societies
of Great Britain and Ireland. I'rice 7/6. London ;
Charles Griftin A Co., Ltd.
This volume is the twenty-seventh annual issue and contains
a record of the work done by the numerous scientific and
learned societies and Government institutions of Great
Britain and Ireland during the session 1909- 1910. The work
is compiled from official sources, and forms a most efficient
and handy medium whereby to glean information as to the
work done in science, literature and art throughout the
session named. To the scientific worker and those engaged
in literary work the volume will prove to be of great value,
giving as it does a brief resume of the subjects which have
been brought before the societies during the past year. It
follows, therefore, that the year book, first published in 1884,
forms an excellent series of works of reference from that
year to date on the matter of the work done by the organized
institutions.
The " Mechanical World " Electrical Pocket Book and
Diary for 1911. I'nce nd. m.tt. Manchester : Emmott
and Co., Ltd.
In this annual, comprising in all 271 pages, considerable
improvement has been effected. The descriptive matter has
been condensed and a large number of new tables inserted,
for instance, cables of current densities, permissible tempera-
ture rise, percentage losses in electrical machinery, units of
illumination, current consumed by incandescent lamps, etc.
The book has also been thoroughly revised and many new
illustrations introduced. The Pocket Book should find a
ready sale at the small price it is published at.
BOOKS AND CATALOGUES RECEIVED.
Applied Mechanics and Mechanical Engineering. By Pro-
fessor Jamieson. Vol. I., Applied Mechanics. Eighth
edition. Price, 6s. London : Charles Griffin & Co., Ltd.
Steam and Steam Engines, including Turbines and Boilers.
By I'roUssor Jamieson. \\j\. 1. Si \enteenth edition.
Price, II 's. 6d. London : Charles (Irifim & Co., Ltd.
English Prices with Spanish Equivalents. Calculated at
seven rati-s of exchange in Pesetas per kilogramme, giving
rate per lb. and equivalents per ton. By S. Lambert. Price,
IS. nett. London : E. it E. X. Spon, I td.
Rhodes' Directory of Passenger Steamers, 1911. Price,
2s. 6d. London : George Philip & Son, Ltd.,
The Royal Navy List and Naval Recorder. January, 191 1.
Price, los. London : Witherby A: Co.
Messrs. Siemens Bros. Dynamo Works, Ltd. Catalogue of
The l-hi,^inccr's Switcli."
Calendars liave also been received Irom the following
firms -Mrssrs. The I'nited States Metallic Packing Co., Ltd.,
Bradford ; Messrs. The Welin Davit and Engineering Co.,
Ltd.. London ; Messrs. The Atlas Metal and Alloys Co., Ltd.,
London ; Me.ssrs. I'rank & Sons, marine photographers.
South Shields ; and a useful combined almanac, desk diary
and blotting-pad from Messrs. Alfred Graham & Co., makers
of patent loud-speaking naval telephones.
Smooth-On Iron Paint. — The Smooth-On Manufacturing
Co. have just issued a twelve-page booklet describing the
latest Smooth-On product. Repeated requests for an iron
paint that would be of the same high order as the Smooth-on
cements have caused the Company to place upon the market
a paint which they state will be more than a mere covering,
but a paint that will permeate the pores of the iron or steel
and adhere tenaciously to the surface, making a lasting
protection to the metal. The Company claim to have pro-
duced a perfect iron cement which will be known and sold
as " Smooth-On Iron Paint." .\ny subscriber desirous of
learning more about this paint should write to the above
Company at 572-574, Communipaw .Avenue, Jersey City,
X.J.. IT.S..\., for a twelve-page booklet.
ANSWERS TO CORRESPONDENTS.
W. !. DoRAN, Melbourne. — The Richmond Hill, launched
in the year 1883 by Messrs. Henry Murra> & Co., Dumbarton,
for Messrs. The Twin-Screw Steamship Line of Liverpool,
was acquired in 1S97 by the .Allan Line and the name altered
by them to the Roumanian. In 1898 she was taken over
by the United States Government, and so far as can be
traced, there are no records in this country of the new name
then given to her, or what has become of her since that time.
Messrs. James Howden & Co., Ltd., were the contractors
and makers of the engines.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
{From our Own Correspondent.)
Resumption of Activity. — The amount of fresh tonnage
placed with Clyde builders since the lock-out was declared,
on September '2nd, including the notable orders secured by
Messrs. John Brown & Co.. Clydebank, from the Cunard Co.
for a vessel of unsurpassed dimensions, and that by Messrs.
Scott's Shipbuilding and Engineering Co., Greenock, for an
improved ■'Dreadnought" for the Admiralty, comes to
approaching 260.000 tons ; about 48,000 tons of which
consist of warship work. Apart from the w^ork presently
on the stocks — and this of itself is much beyond the normal
owing to the period of stoppage — the work booked constitutes
almost nine months of brisk activity for the working forces
of the Clyde shipyards, engine-shops, and subsidiary indus-
tries. The natural complement to this healthy state of things,
both as regards work to do and smooth working arrange-
ments, is increased remuneration to the workers ; and here
again the situation has been met by amicable conference
and mutual concession. At a conference held in Edinburgh,
on January 12th, between the Executive Board of the Ship-
building Employers' Federation and the Standing Committee
of the Shipyard Unions, it was agreed that the wages of all
members of the unions should be advanced in the middle of
February by i/- per week, or Jd. per hour on time rates
and 5 per cent, on piece rates, and that at the same time
Clyde joiners' Avages should be advanced in addition by
alf this amount. It was also agreed that the members of
all the unions should be asked to vote on the question of
accepting the new supplementary agreement, except the
members of the Boilermakers' Society, who have already
done so.
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
267
Naval Ship Launches. — The Conqueror, which is on the
stocks at Messrs. Beardmore's establishment at Dalmuir,
would have been launched \n the first month of the year
had it not been for the strike ; but it will probably be .\pril
before the event takes place. It is interesting to note that
Messrs. Beardmore & Co., at their Parkhead Works, have
produced a considerable share of the material entering into
the construction of the Thunderer, due for launching from
the yard of the Thames Ironworks Co. on February ist.
Plates, castnigs and parts of forgings for the machmery have
been produced at Parkhead ; so that in the honours
which Thames workers so earnestly claim for the pro-
duction of the Thunderer, some little share falls to the
West of Scotland.
Messrs. William Denny & Bros., Dumbarton, have received
an order from their steady customers, Messrs. Patrick Hender-
son & Co., Glasgow, for a steamer of about 8,500 tons dead-
weight capacity and good speed for their Burmah trade.
Messrs. Napier & Miller, Ltd., Old Kilpatnck, have received
an order from The Transports Maritimes to build a steamer
of fi.joo tons, similar to one at the same time placed with
the Societe des Ateliers et Chantiers de France, Dunkirk.
Messrs. Wm. Hamilton & Co., Port Glasgow, have received
a contract lor the construction of a large steamer for Dutch
■owners. The vessel, which will measure about 440 feet,
and will have a carrying capacity of about 4,500 tons, is
intended for passenger and cargo service. Messrs. Hamilton
and Co. have also on order two other large steamers for the
Netherland Steamship Co. They have at present five
vessels in various stages of construction, one being 500 feet
long, the largest ever built at the yard. This and several
of the other vessels are being constructed on the Isherwood
-longitudinal system.
Messrs. The Ailsa Shipbuilding Co., Troon, have contracted
to build and engine for Messrs. The General Steam Naviga-
tion Co., London, a steamer of 1,200 tons similar to one
aho just ordered from Messrs. Mackie & Thomson, Govan.
Messrs. The Ardrossan Dry Dock and Shipbuilding Co., Ltd.,
have succeeded in persuading Messrs. The Ardrossan Harbour
■Company to increase the length of the graving dock there
bv some 50 feet, work which will involve a deviation of several
railway lines and other alterations. For a long time it has
been felt that the Shipbuilding Company lost a good deal
of repair work through the graving dock being a few feet
too short to accommodate many of the vessels frequenting
the port. It is hoped that the addition about to be made
wiU bring more business to the Shipbuilding Company and
increase the prosperity of the town.
Messrs. Hall, Russell & Co., shipbuilders, Aberdeen, have
secured the contract for the building of a new coastguard
cruiser, required for the protection of fisheries. It is under-
stood that for the building of the vessel ;£ 14, 5 70 is earmarked
for progress up to the end of March.
Messrs. Ramage & Ferguson, Leith, have received an order
from Messrs. The General Steam Navigation Co.. London,
for a steamer of 1,200 tons, similar to those ordered from
Messrs. Mackie & Thomson, Govan, and Messrs. The Ailsa
Shipbuilding Co., Troon.
Rectifying Form of Ship's Hull. — The paddle-steamer
Eagle III., built last year for Clyde passenger traffic, showed
a tendency to list by reason of the fine lines on which she was
modelled, especially when crowded with passengers. Her
owners, Messrs. The Buchanan Steamers, Ltd., have now
pl-iced the vessel in the hands of Messrs. A. & J. Inglis, of
Pointhouse. who furnished the engines for the vessel, and
she is at present on their slip being overhauled. Under the
personal supervision of Dr. Inglis, the whole of her underbody
has been taken out. It is being replaced on broader lines,
and the vessel will be developed in a way which will, it is
confidently expected, make her an absolutely safe and steady
carrying steamer.
Shipyard Extensions. — The work of extension and rearrange-
ment being carried out at the shipyard and engineering
shops of Messrs. The London and Glasgow Shipbuilding and
Engineering Co., Govan, of which some particulars have
been given in previous issues, have been progressing steadily,
and are now in an advanced state. The new building berth
for vessels of the largest size^which measures 650 ft. by
95 ft. — is practically complete, so far as ground formation
is concerned ; and the question of overhead girders and
crane equipment is under consideration. The whole of the
work connected with the construction of the new tidal
basin has been pushed on with great vigour and is now well
advanced. The breastwork of sheet piUng, about 1,430 ft.
in length, extending round the sides and end of basin, is
complete ; and one half the number of timber dolphins,
situated at intervals along each side of basin to afiord access
to the ships alongside, have been erected. The method of
construction adopted — that of sinking -wide trenches on the
lines of the breastwork and driving the sheet piling therein —
has necessitated about 83,000 cubic yards of excavation,
about all of which has been thrown up by steam cranes
and banked within the space included in the future water-
area of the basin. For the past two months or so a powerful
bucket dredger, hired from the Clyde Trust, has been dredging
out this area. Including the excavated material from the
trenches, the amount of earth to be dealt with before the
basin is clear amounts to about 300,000 cubic yards.
Greenock Torpedo Factory. — The extensive addition to
the Government Torpedo Factory at Battery Park, Greenock,
the contract for which, as some time ago noted, was let to
Messrs. James Goldie & Co., Glasgow, at the price of ;^25,ooo,
is now being actively proceeded with. The new buildings
which are believed to be intended for the storage of the finished
torpedoes and the adjustment of tlieir gyroscopic mechanism,
etc., are being erected east of the new main factory and
adjoining the test house. Although no additional portion
of ground in the neighbourhood has been leased by the
.\dmiralty, the fact that the agreement with the lord of
the manor precludes his selling any part of the Battery Park
without first consulting the Government, is locally regarded
as confirmatory that it is the intention of the Admiralty
to construct here docks for torpedo boats and destroyers.
On the recent visit to the Clyde of Dr. Macnamara and
several .Admiralty officials, made ostensibly to inspect the
Government work in Clyde shipyards, a considerable portion
of their time was spent viewing the new torpedo factory
and the ground adjoining ; and it is felt in well-informed
circles that the outcome may be in the nature of Government
docks for the Clyde in the near future.
Clyde Tug's Long Service. — The Clyde Trustees have
under contemplation the placing of an order with one of
the Clyde firms for a new, more powerful and up-to-date tug
steamer to take the place of the paddle-tug steamer Clyde,
which, for the long period of sixty years, has done service on
the river, towing mud-punts, barges and other craft not
self-propelled. The very interesting little vessel is not only
the oldest paddle steamer now on service on the river, but
is probably the oldest tug steamer in active operation any-
where. She is also notable as being still propelled by her
original engines, which are of a special kind— a new departure
in their day — and seldom subsequently fitted to paddle
steimers. These were fitted when the vessel was built in
1 85 1, and were from designs by the late Mr. .\ndrew Brown,
of "Messrs. Wm. Simons & Co., Renfrew, who at the time,
however, was manager of the engine-works of Messrs. A. & J.
Inghs, Whitehall Foundry, Glasgow. They consist of a
pair of disconnected and entirely independent engines-
one actuating each wheel— an arrangement which allows
the wheels to'be worked separately, or in opposite directions
at the same time, thus facilitating turning in confined areas.
The hope has been expressed that when the Trustees are
furnished with their new tug they will make arrangements
to preserve, in whole or in part, in some fitting repository
near the scene of its sixty years' labour, so interesting an
example of early time and time tried marine engineering.
Ship Exhibits at Glasgow Exhibition.— One of the most
attractive, and cert.ninlv not the least educative sections of
the forthcoming Exhibition of Scottish History, Art and
Science, to be held in the Kelvingrove Park, Glasgow, from
:\Iay to November this year— the buildings for which are
all now very well advanced — is the " Kelvin " Hall, which
will house most of the exhibits representing engineering,
shipbuilding and allied industries. This hall, which is of
impressive architectural proportions, is divided into three
sections. The central section, designed to house a memorial
268 THE MARINE ENGINEER AND NAVAL ARCHITECT. February, iqii.
exhibit to Lord Kelvin, is finished in a style to add dignity
to such an exhibit, and will, it is hoped, be commodious
enough to include a proposed exhibit of Antarctic relics and
furnishings associated with the name of Dr. Bruce. The
eastern wing of the building will be occupied by exhibits
of engineering, printing and electrical interest, the spaces
for which have been readily taken by representative firms.
The western wing is to bo largely devoted to shipbuilding
interests. The exhibits already ensured are by well-known
firms, including Messrs. The Fairfield Company, Govan; Messrs.
Kelvin & White, Glasgow ; Messrs. Lobnitz & Co., Renfrew ;
Messrs. Denny Bros., Dumbarton ; and Messrs. Simons & Co.,
Renfrew. A few spaces are still to let in this section. In
one of the buildings on the Exhibition grounds, work is at
present proceeding with the preparation of ship models to
a goodly scale, representing historical vessels to commemorate
the centenary of the first Clyde-built steamship, the Comet.
Four of these models, well advanced, include Nelson's Victory
and the latest " Dreadnought." There will be fifteen of
these ships in miniature in all.
TYNESIDE AND WEARSIDE.
{From our Own Correspondent.)
Tyneside.
THF, feeling among Tyneside shipbuilders has recently
been quite optimi'^tic, and the general impression is
that the next two or three years are going to be good
ones. This leelnig is intensified by the Edinburgh Confer-
ence result, as the men appear to be sati-^fied with the ad-
vances arranged. It is probable that the unskilled workers
will be also moving for a wage advance, as meetings have
been held by them, not only in this area, but also at Sunder-
land and on Teesside. At the graving docks ot Jlessrs.
Stephenson at Hebburn there has been a short strike of
riveters concerning piece rates on repair work, but the
matter was quickly adjusted.
Messrs. Armstrong, Whitworth & Co., Ltd. — The work
at the Walker site is being rapidly pressed forward by the
contractors for the excavations, Messrs. Xuttall, but the
magnitude of the task can only be realized by noting the
comparativelv small impression made in a given time by the
sixteen locomotives, four electric cranes, eight steam navvies,
and army of men engaged upon the work. Reports concerning
the Elswick works show that a period of high activity is be-
ginning, including mercantile work as well as naval equip-
ment work.
Messrs. Palmers Shipbuilding and Iron Co., Ltd. — The
negotiations between this Company and Messrs. Robert
Stephenson & Co., Ltd., for the acquisition of the latter
concern by the former have now been completed, and the
shipyards, graving docks, boiler shop, foundry, etc., have
passed under the control of the Palmer Co., who have now
the only North-east Coast graving dock of " Dreadnought "
capacity. The general manager, Mr. Gowan, and assistant
manager, Mr. Williams, will supervise both yards. Three
merchant ships will form the commencement of work, which
will be done at Hebburn, while the important announcement
has been made that the Admiralty has given the firm an order
for an armoured battleship cruiser of 28,000 tons displace-
ment and So.ooo horse-power, which will be built at the
J arrow yard. Work is generally brisk, an EUerman liner
having just been launched and is now being finished.
Messrs. Swan, Hunter & Wigham Richardson, Ltd. — Here,
again, work is in lull swing. The Cunarder Franc.onia, which
was launched in July, has been completed and after
ilocking at Hebburn is now back at her old berth ready to
leave the Tyne for Liverpool. A sister ship, the Laconia,
is now^ being built. It is announced in the local press that
as a result of continuous experiments by the firm in the
direction of oil-engine propulsion a boat fitted with Diesel
engines has been triecl witli such successful results that
Messrs. Swan, Hunter intend to send her on a voyage across
the Atlantic in a month or two.
Messrs. Hawthorn, Leslie & Co., Ltd. — This firm has been
involved in a controversy with the Walker Coal Co. with
regard to a landing stage which the firm uses for the con-
venience of its workmen. The coal company complain that
it interferes with the facilities at its staithes. The matter
has come before the River Tyne Commissioners and the New-
castle Corporation, and it is hoped that the affair will shortly
be satisfactorily settk'd.
Northumberland Shipbuilding Co., Ltd. — This firm is
very busy. Among recent orders may be mentioned a cargo
steamer for Messrs. J. B. Sutherland lS: Co., Ltd., of New-
castle, for a carrying capacity of 7300 tons.
Messrs. Hepple & Co. — This South Shields firm has re-
ceived an order from the Buenos Ayres Coast Southern
Railway Co., Ltd., for a single screw steel tug and salvage
steamer.
Messrs. Brigham & Cowan, of South Shields, have suffered
a serious fire involving the pattern shop, and storehouse.
They have, however, been able to carry on the work of dock-
ing and undocking vessels without interference.
Tyne Ferry Service. — The long-talked-of ferry service
on the Tyne now appears to be approaching, as the Tyne
Ferry Co., Ltd., with ^10,000 share capital, has been formed
for the purpose of running oil fuel boats each able to carry
sixty passengers and calling at seventeen points on the river.
The success of the scheme seems assured, as the public are
taking up the shares.
Blyth. — The Blyth development scheme has been dis-
cussed by representatives of the Blyth Urban District Council
and the Blyth Harbour Commissioners, and it is probable
that harmonious working will be obtained. The past year
has been a very successful one as regards coal shipments,
4,180.171 tons being shipped, an increase of 1 ■52,309 tens
over the previous year. The Blyth Shipbuilding and Diy
Docks Co., Ltd., have secured the order lor the repair of the
Elder-Dempster liner Kwatra, which has proceeded from
the Tyne for that purpose.
Wearside.
There is no doubt that the shipbuilding business on Wear-
side shows tangible signs of improvement, and many yards
are showing great activity. There is still, however, a dis-
tressing amount of unemployment, and one of the features
of the past month has been the operation of the Labour
Exchange in facilitating the transfer of a number of riveters
to Birkenhead, where they start for Messrs. Cammtll, Laird
and Co., Ltd., on a twelve months' agreement under trade
union rates.
River Wear Commissioners. — It is stated in the press,
that the River Wear Commissioners are probably about to
buy the Sunderland Barracks in order to provide increased
warehouse accommodation in connection with the docks.
Considerable improvements in making the Wear a deep
water port have been effected.
Messrs. Doxford & Sons, Ltd. — The Pallion firm has just
received an order for two large steamers Irom the Clan line
of Glasgow and Liverpool, and a statement has appeared
m print that this firm is so busy that it can go at lull speed
for two years with orders already in hand, and that it aims
to launch a vessel every three weeks.
Messrs. Osbourne, Graham & Co. — .At Hylton, also, work
is in full swing, and a rumour of more than usual interest is
that this firm is to build a second vessel lor the Ericsson
Shipping Co., Ltd., of Newcastle, similar to the Monitorta.
It is certain that this vessel has given satisfaction, and that
the issue of shares for the purpose of building a second vessel
is in hand.
Messrs. R. Thompson & Sons, Ltd. — This firm is in posses-
sion ot an order from Mes.srs. T. Smailes & Son. ol Whitby,
for a cargo steamer 350 ft. long. Other work is progressing
briskly, the trials of the recently launched steamer Kirkwood
having been most satislactory.
Messrs. McColl & Pollock. — This engine works, together
with the other maiine engine builders on the Wear, is very
fully occupied at present. A subsidence which occurred on
the quay at first created feelings of alarm lor the safety of a
large crane recently erected by the firm, but subsequent
examination showed that the damage was not serious.
February, 191 i. THE MARINE ENGINEER AND NAVAL ARCHITECT.
269
THE TEES AND HARTLEPOOLS.
{From OKI Own Correspondent.)
Middlesbrough.
ALL the yards here are now in full swing, and in some
cases the shipyards are handicapped for want of
gangs of riveters.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dock-
vard, are reported to have secured an order for a steamer
for Liverpool owners for early delivery ; enquiries now are
in nearly every case for early delivery, and builders are in
consequence asking 5 per cent, more than recent current
prices.
Messrs. W. Harkess & Co. are likely to secure the order
for two small steamers in the market, and are now busy with
work on hand.
Messrs. Richardsons, Westgarth & Co., Ltd., are m full
swing again and have secured another order for the engines
and boilers for a steamer building on the Tees. They have
sufficient work to keep them busy throughout the current
year. Nearly all their marine engines are now fitted with
the Contraflo tvpe of condenser, which is giving such excellent
results.
Messrs. Smith's Dry Dock Co., Ltd., are very busy, having
several small steamers and trawlers on hand. The engine-
works, drv dock and repair departments are in full swing.
Stockton and Thornaby.
Messrs. Richardson, Duck St. Co., are reported to have
secured an order to budd a cargo steamer for early delivery.
Messrs. Craig, Taylor & Co. are very busy ; they are reported
to have secured an order for a cargo steamer of about 4,200
tons deadweight for a West Hartlepool firm, the engines
and boilers to be supplied by Messrs. MaccoU & Pollock,
Sunderland.
Messrs. R. Ropner & Sons are getting busy again and are
reported to have secured an order to build a cargo steamer
for foreign owners, the macliinery to be supphed by a firm
on the Tees.
Messrs. Blair & Co. are very busy, being in a position
to give early deliveries, as they worked right through the
strike of the boilermakers. They are reported to ha\-e
secured two or three orders already and niav be said to have
sufficient work to last through the year.
West Hartlepool.
Messrs. W. Gray & Co. have recently booked an order
for a large steamer for Messrs. Strick & Co.. London, to be
built under the superintendence of A. Walker, Esq.. also
a medium-sized cargo steamer for Messrs. J. F. Wilson,
Son S: Co., of West Hartlepool, under the superintendence
of H. Withy, Esq. This firm is now nearly in the position
of having to refuse orders, as they are so busy.
Messrs. J. Baird & Co., timber merchants, are reported
to have placed an order for a cargo steamer to be built on
the Tees and engined on the Wear.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Ltd.,
Harbour Dockyard, are very busy. Tliey have recently
booked an order for two small steamers for foreign account.
The repair and drv dock departments are also lull up.
Messrs. The Central Marine Engine Works are very busy
and have booked the order for the engines and boilers for all
the new tonnage to be built at Messrs. W. Gray & Co.'s ship-
yards.
Hartlepool.
Messrs. Richardsons, Westgarth & Co., Ltd., are now very
busy. Changes haw reccntlv been made in the Directorate.
.\dmiral Douglas, of Messrs. Hadfield's, Sheffield, and John
Esplen. Esq.. consulting engineer, Liverpool, replace Thos.
Richardson, Esq., and Hon. Marmaduke Furness on the Board.
The Company has booked the order to supply the engines
and boilers for a large cargo steamer, a sister-vessel to one
ordered by Messrs. Milburn & Lund, Whitby. They are now
fuUv employed in their speciality department.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Ltd.,
Middleton Yard, have booked an order for a large cargo
steamer of about' 6,600 tons deadweight for Messrs.
Temperley & Co., London, for earlv delivery. They are
now very busy and are believed to be booked up to the
end of the vear.
THE HUMBER AND DISTRICT.
{Fro}n our Own Correspondent.)
Messrs. Earles' Shipbuilding and Engineering Co., Ltd. —
This yard is now in full swing, and has received an order
for a fifth steamer to be called the Stockport from the Great
Central Railway and Steamship Co., to run between the
Continent and Grimsby. The vessel is to be well fitted up
for passenger traffic and have a good sea speed. .\n order
for a new steamer for the St. Petersburg trade of the Wilson
line of Hull has been secured. This steamer is to be similar
to the Company's s.s. Tosno, and will be used for passenger
and cargo service. The vessel will be fitted with refrigerator
for carrying butter and poultry. The Wilson line and North-
Eastern Railway Co. have also placed an order for a new
steamer of good sea speed, to carry passengers and cargo, for
the Hamburg trade. The carriage of fruit in the season will
be a feature in this particular steamer, as she can come along-
side of the Riverside Quay at any state of the tide, and
fruit can be despatched to the northern and midland towns
without delay, as the Company's rails are alongside Riverside
Quav. The Wilson liner Jaffa has undergone extensive
repairs on the yard slips, having been ashore in the Baltic.
The s.s. Liberty, owned by the Lancashire & Yorkshire Rail-
way Co. , has undergone extensive repairs, having been ashore.
The s.s. Jcsseric, of Glasgow, is about going under expensive
repairs, having met with severe weather in the Pacific Ocean
and incurred damage to deck houses, etc.
Messrs. Amos & Smith, Ltd., are fully employed with
new work, and have booked several orders for machinery for
trawlers. The vessels are for Grimsby and Hull owners, and
are to be delivered in the second half of the current year.
Their branch shop at Alexandra Dock is fairly engaged with
steamers in the dry dock, notably a Hull-owned steamer
going under extensive repairs in the hull, etc. A large Liver-
pool steamer is also undergoing repairs.
The North-East Coast Engineering Works have been
verv busy during the last month. The s.s. Highlander has
undergone extensive repairs to deck, engines and boilers.
.\ new crank shaft and tail end shaft has been supplied and
fitted. The s.s. Hampshire and s.s. Carlton have had engine
and deck repairs effected. The s.s. Hawthorn is in graving
dock having new stern post fitted and several new plates,
and undergoing Lloyd's survey. Several large steamers are
coming to Hull to be prepared for Lloyd's survey by this firm.
Hull Central Dry Dock and Engineering Works have been
fairly busy, with ships in the Company's graving dock, and
have" had to requisition the Hull and Barnsley Railway Co.'s
graving dock. The following repairs have been effected —
s.s. Broomhill, repaired stern frames, bottom damages and
deck repairs ; s.s. Segovia, new rudder fitted, engine-room
and deck repairs ; s.s. Narcissus, new rudder, stern tube
and gland and propeller shaft, also engine and deck repairs.
Messrs. C. D. Holmes & Co., Ltd., Hull Engineering Works,
have had a good month, and booked five orders for machinery
for trawlers for Grimsby and Hull owners, and have been
busv building their large compound winches for trawling ;
these particular winches are about 15 ft. across and very
powerful. Their branch shop, situated at Alexandra Dock,
has been busv with repair work on steamers and graving
dock. They have also a number of inquiries for new and
repair work.
Messrs. Woodall & Co., engineers and boilermakers. —
This shop has been well employed in new work, forgings and
with repair work at the Corporation Tram Works on boilers
and engines. The patent purchase blocks have been in
great demand for different countries, and orders are still
arriving.
Messrs. Cooper & Co., Ltd., Neptune Engine Works, have
had a splendid month with repair and graving dock work,
the engine and boiler shops have been kept at high pressure,
so many ships being under repair. The moulding shop
and patternmakers have been also very busy, with engine
castings, cylinders and propellers for home and foreign
markets, the Company's graving docks, situated in old
harbour, have been well booked up with coasting and river
craft steamers, and the branch works at Alexandra Dock
have also been fully employed with steamers in graving docks
and general repair work.
270
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
Fish Dock. — The fitting shops situated on St. Andrew's
Docks, belonging to the different trawling companies, have
been well employed with repairs, etc., and the patent slips
belonging to the North-Eastern Railway Co. have been well
engaged with steam trawlers, cleaning hulls, painting and
propeller work. Several trawler companies have contracts
signeil for new trawlers, to be built to Lloyd's requirements.
Messrs. Cochrane & Sons, shipbuilders, Selby, have been
successful m securing orders for local and Grimsby owners
and we understand arc well booked up for certam deliveries.
Messrs. Cook, Walton & Gemmell, shipbuilders, Beverley.
— This firm launched a trawler on the 17th January for
Messrs. Pickering & Haldane. Hull, to be fitted to Lloyd's
requirements, and they have been very successful in securing
a large number of orders for trawlers for the Humber district.
It is understood the Wilson Line have given out an order
for a large steamer for their Indian trade, and it is hoped that
local shipbuilders will benefit by same.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(i'nini oiii Own Coyrcsponthn/.)
Messrs. J. Samuel White & Co., Ltd., East Cowes, I. of W.
— H.M.S. Rilieman torpedo-boat destroyer and the second
ship of this class under construction at the yard of the above
firm, had a satisfactory preliminary trial about the middle
of last month, and will have completed her official trials by
the time these notes are in print. H.M.S. Rubv. the third
vessel to the same order, was also undergoing preliminary
trials last month. Rapid progress is being made with H.M.
ships Ferret and Forester, of last year's programme. \
serious fire occurred at the front workshop and offices of
Messrs. William White & Sons, yacht builders, last month —
— the buildings being practically destroyed. The books and
valuable drawings were saved, but many models of boats
and yachts were destroyed. This fire has been misunder-
stood in many quarters as affecting the works of .Messrs.
J. Samuel White & Co., but this is not the case.
Messrs. Day, Summers & Co., Ltd., Northam Iron Works,
Southampton. — The steam yacht Dotterel arrived at the
\ard last month to have a new boiler fitted, and other work
carried out, also the P.S. Queen was undergoing repairs.
The three instructional turrets for Devonport, Chatham and
Eastney are now nearing completion, and will be shipped
during the month. The s.y. Honor was laid up at the yard
during January, having damage caused by stress of weather
made good, also the s.y-'s Catania and Medusa are fitting out
for the Mediterranean." Good progress is being made with the
paddle steamer, the keel of which was laid in December, and
last month the vessel was in frame.
The new wet dock at Southampton is now occupied by three
ocean liners, which have taken up berths there to ease the
pressure at the regular berths. The work in connection
with the erection of the sheds is also in hand, but the dock
will not be ready for incoming vessels until about May, and
it will be some considerable time after the opening of the dock
before the work in connection with the sheds, etc., is com-
pleted. The area of the dock is about i6i acres. Work
on the lengthening and widening of the Trafalgar Dry Dock
is making good progress, and it is anticipated that it will be
ready for use early next vear.
The H.M.S. P. Co. have secured the contract for the carriage
of the West Indian mails and the steamer Clyde commenced
the fortnightly mail and passenger service on the i8th of last
month. The headquarters of the .service in the West Indies
is to be Trinidad, which contributed ;(;2O,O0O of the total
subsidy of ^£63,000 per annum.
The first vessel to arrive at Southampton in connection
with the new fortnightly refrigerated cargo service, which
Messrs. Houlder Bros, have decided to establish between
the .Argentine and Southampton, will be the Thorpe Grange,
which is due to arrive about the end of this month. The
meat companies concerned in the service are the Frigorifico
Argcnto and the Compania Sansinena de Carnes Congeldas,
the latter company being the oldest meat company in Argen-
t ina. Both companies have offices in the dock near the
Cold Stores, and it is understood that Messrs. Houlder Bros.
will open offices of tlieir own at Southampton.
Messrs. J. I. Thornycroft & Co., Ltd., Southampton. —
H.M. ships Lame, Lyra, Martin and Minstrel. — The two
first-named vessels were opened up last month for final
examination of machinery. H.M.S. Martin will be ready
for her trials early this month, and work on the Minstrel is
making good progress. H.M. ships Acheron and Ariel. — The
bulkheads, beams and engine and boiler seatings were com-
pleted last month. The motor barge Rocklight of London
has succssfully completed her official trials. Barge for
Portsmouth Dockyard. — The shell plating was completed
last month. The 6o-ft. T.S. launch for the .Amazon success-
fully completed her trials last month, and the boat has been
shipped to South -America. New Orders. — The keels of the
stern wheel passenger steamer for the Persian Gulf, and for
the first of the ten armoured motor patrol boats for the
Turkish Government were laid in January. Repairs. — The
repairs department has been well occupied during the past
month, the ships in hand being H.M.S. Julia, s.y.'s Erin.
Rovenska. s.s. Rewa. Raven. Sandfly dredger, Mercurius and
sailing ship Strocmsbo. the bows of which were badly damaged
by collision in the Channel.
Messrs. Simpson, Strickland & Co., DartTiouth. — Work
in all departments is fairly brisk, a large amount being for
the .\dmiralty. Some 3 5 -ft. steam cutters and a 50-ft. steam
pinnace ran their trials last month. A 30-ft. steam cutter
for H.M.Y. Alexandria is being constructed, and a start has
been made on a second 50-ft. steam pinnace, .'\mong other
boats on order are a 32-ft. steel launch for a colonial order,
five boats for a vacht building at Leith. a 22-ft. yacht's launch,
also a 25-ft. yacht's launch. .A very fine 30-ft launch is
being built for a steamer in the North, and a 35-ft. boat for a
local gentleman is in hand. Orders have just been booked
for two very high-class yacht's launches, 28 ft. and 27 ft.
long. In addition to the machinery for the hull of the above
boats some sets of machinery for home and foreign orders
are in hand, as well as several boilers. Alterations are also
being carried out to the auxihary ketch yacht Brown Mouse.
and the well-known yawl Florinda is being converted to
ketch rig. A 50-ft. steam launch has just been despatched
to .Aden, and last month a large water tube boiler for a
foreign order was also completed and despatched.
THAMES.
(From our Own Correspondent.)
Port of London. — From returns just issued we are enabled
to judge somewhat of the first year's working by the Port
of London .\uthority, and though it is too early' perhaps to
make any deductions it is evident that as yet there are no
advantages to be claimed by the new regime. The figures
show that while London's increase in vessels is only eighty-
eight in 1910 over 1909, Hamburg gives 343, ' ntwerp 300
and Rotterdam 791. In tonnage the increases are; —
London, 630,809 ; Hamburg, 472,732 ; .\ntwerp, 608,912 ;
Rotterdam, 1,082,280. This is not encouraging reading, but
it will be seen London's tonnage is high, though well behind
the increase of Rotterdam. What is fairly clear, apart from
other considerations, is that charges must be kept down.
Anything that tends to expense prevents trade and the new
.\uthority has therefore an uphill fight before it if we are
to retain supremacy.
Shipping Companies.— The P. & O. Co. have had
launched for them at Messrs. Harland & Wolff's yard the
Maloja. the largest vessel they will possess. She is 569 ft.
long, with a gross tonnage of 13,000, the accommodation
being for 450 first-class and 220 second-class passengers.
The new East .\frican service by the Union Castle Line
seems to be working well and to have a promising future
before it. By its agreement with the Government for ten
years, the Company carries all Government passengers and
emigrants and cargo for the Protectorate, and also the mails
both ways, and is assured therefore of all the support that
this conveys with it. The difficulty with the Royal Mail
Co. has been ended by the Government coming to a seven
years' agreement with the Company for the carriage of the
mails to the West Indies for an annual subsidy of £63,000.
.A deadlock had almost been reached before the Government
February, iqii. THE MARINE ENGINEER AND NAVAL ARCHITECT.
271
gave in, the last steamer being announced by the Company,
after which they would guarantee nothing. It appears
that a subsidy was paid up to 1 905 . since which the Company
say they have not been fairly treated. Under the new-
arrangement Trmidad will be the hrst port of call, this
island having contributed ^{20,000 towards the subsidy, and
from this point the inter-colonial service will begin, instead
of as hitherto from Barbados. It is a satisfactory termination
to what has been unpleasant reading for some months past.
This Company has appointed Mr. R. L. Forbes as manager, in
place of Mr. A. S. Wilhams. resigned.
The Institution of Naval Architects.— This Institution,
which was founded in 1S60, has received an intimation from
the Lord President of the Privy Council to the effect that the
King has been pleased to approve of the grant of a Royal
Charter of incorporation to it.
The "Waratah " Inquiry.— In this lengthened and impor-
tant matter the engineer assessor was not able to continue
to sit. owing to severe indisposition, and the enquiry was
continued without him, there being no question about the
character of the engines at issue. The evidence was explicit
that the storm the vessel was supposed to have foundered
in was a severe one, but as regards the ship's behaviour at
sea many adverse opinions were expressed by men who had
been to sea in her. including that of a professor of .science.
Sir W. White was called on behalf of the owners, and said he
did not a:ttribute anv w-ant of stability to her, and that the
coal bunker on the spar deck with a capacity of 600 tons
he did not consider a source of danger at all. The curves
got out at the including experiments by the builders he thought
were satisfactory m every way, and other evidence on behalf
of the owners argued for' the vessel's safety, provided she was
stowed as described on facts obtained from Durban, her
last port of call.
MERSEY AND MANCHESTER SHIP
CANAL.
{From our Own Cotycapondenl.)
M.VTTERS have now settled down to their normal state,
with the resumption of work after the strike and
holidays. The arrears of work on hand, indeed,
has a tendency at present to exceed the supply of labour.
These points, however, are rapidly adjusting themselves,
and it is confidently expected that this year will be a record
one, especially as regards Admiraltv work.
Messrs. Cammell, Laird & Co.— .'VU sections of these exten-
sive works at Tranmere and Birkenhead are now busily
employed upon the large number of contracts in hand, and
the immense resources of this great undertaking are now
absorbing a large amount of labour. It was recently reported
that representatives of the firm were enquiring for shipyard
workers in the Sunderland district, 600 men being required
with a guarantee of twelve months' work. Mr. R. R. Bevis,
who has for many years carried out the duties of general
manager with distinction, has been appointed managing
director. Mr. Bevis, some years ago, brought out a patent
feathering propeller, which was fitted to a large number of
vessels, and later was associated with Mr. J. H. Gibson, the
present engine-works manager, in perfecting the " Bevis-
Gibson " torsion meter, now largely used for calibrating the
torque of shafting in turbine-driven steamers. Mr. E. H.
Mitchell has been appointed to the position of general
manager, and took up the duties at the new year. Mr.
Mitchell, it is understood, was trained at Fairfield and the
Royal Naval College, Greenwich, and recently acted as
secretary to Sir Philip Watts, and also to the " Dreadnought "
committee on designs. Recently Mr. Mitchell was at F.lswick
and Greenock supervising the building of " Dreadnoughts."
and has seen some twelve years' .\dmiralty service. The
immense floating dock is now making rapid progress, while
the improved " Town " class cruiser Melbourne is well under
way. The battleship Audacious, of the Monarch type, has
also been commenced, strict secrecy being maintained in all
branches of construction. The destrovers Lapwing and
Lizard, together with the four Argentine boats, are well
advanced. The first vessel for the Argentine Navy will be
launched early in February, the other three will take the
water shortly after. The work on the two tenders for the
submarine depot ship is being rapidly advanced ; these
vessels, it is understood, will be known as the Adamant
and Alecto, and will be a novel and interesting type of vessel.
The repair department has now resumed its wonted activity
and has in hand several large contracts.
Messrs. H. & C. Grayson. — An amalgamation has recently
taken place between the above firm and Messrs. Clover,
Clayton & Co., Mr. H. M. Grayson having joined the board
of the latter firm, this following upon the retirement of
Mr. Matthew Clover after an active association of forty-seven
years with the Birkenhead yard. It is understood that
Mr. Guy S. Clover will continue to act as Secretary to Messrs.
Clover, Clayton cS: Co. as heretofore. Messrs. Grayson have
recently completed the tenders for the C.P.Rly.Co., and now
have on hand a similar vessel for the P.S.N. Co. The dredger
Walter Glynn has had extensive damage repairs completed,
due to capsizing off Seaforth. The tender, James J. Bibby,
to the training-ship Indefatigable has had repairs and overhaul.
.At the Garston works, the oil tank steamer Potomac has been
in for extensive repairs and overhaul, also the Pioneer has
had general repairs. There are many other contracts in
hand.
Messrs. David Rollo & Sons.— This firm continues to be
very busy with ship and engine repair work, and amongst
many contracts m hand may be mentioned the White Star
liner Baltic, which recently sustained considerable damage
in collision. The P.S.N.Co.'s steamers Esmaraldas and
Oriana have been in for extensive repairs, as also the steamers
Zero. Star of Victoria and Star of England. The sailing ship
Senator is being converted into a coal hulk, and the Cork
S.S. Co.'s Harelda is in dry dock for annual survey and
overhaul. This firm employ the oxy-acetylene process
extensively and fin'l it very successful with repair work of
all kinds." Two large boilers, each weighing over 60 tons,
are being made for the North Wales S.S. Co.'s steamer Saint
Tudno. also two double-ended boilers for the City of Dublin
Steam Packet Co.'s steamer Louth. New boilers are also
being fitted to the Booth Liner, also the steamers Tiafford
and Bathurst. In connection with the Saint Tudno, the hull
will be given a complete overhaul and all deteriorated parts
removed and new parts substituted.
Liverpool Salvage Association. — A salvage station is
contemplated by this Association at Holyhead, negotiations
being now in progress for a site. Large pump and gear sheds
are to be provided, also berthage for a salvage steamer,
probably the Linnet or Ranger. Important developments
are also expected at Liverpool for further increasing the
Association salvage service upon the river and district.
The Manchester Ship Canal.— The Ship Canal Companies
Bill for the next session of Parliament provides for the con-
struction of a pier or jetty in the Mersey estuary at Hooton
on the seaward side of the easternmost lock of the canal of
Eastham, the construction of a railway provision for the
collection of Customs and other dues, also to enable the
Company to grant leases for qgg years instead of 99 as at
present. Early in April the service of steamers from the
canal to Pernan will be inaugurated, while the Cunard Co.'s
steamer Tvria will shortly load at Manchester for the Levant,
this being the first Cunard boat to load at Manchester.
Mersey Docks and Harbour Hoard.— The Taylor's Bank
Revetment Scheme has recently been completed. A bank
of stone being constructed for a length of 13,200 feet and
the erosion of Taylor's Bank and the advance of Askew
Spit have entirely stopped. A stone-faced bank will shortly
be constructed from the south end of the Herculancum River
Wall in the direction of Dingle Point for a length of 2,167
yards. Last July the Dock Board decided upon the con-
struction of a new dock at the north end to accommodate
vessels up to 1000 ft. in length. The dock will be 1020 ft.
long, with an entrance depth of 35 ft. and 45 ft. on a 10-ft.
and 20-ft. tide respectively. The work was begun in Septem-
ber, and will be completed in three years at a cost of /sno.ooo.
Some 400 men are now employed and about 100,000 tons
have up to the present been excavated and tipped. A quay
of concrete 50 ft. wide will form the sides of the dock, upon
which will be built sheds. When finished, the dock will be
the finest in the world, enabling the largest lineis to dock
an hour before and, after high tides.
272
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, igii.
White Star Line. — With the advent of the Olympic, which
is expected to doclc in Belfast about March 30th, various
changes will take place in the Company's service to New York.
The Adriatic will make her last run to New York from South-
ampton on July 26th, after which she will sail from Liverpool ;
the Teutonic also will be placed on the Liverpool Canadian
route. A weekly service will be maintained by the steamers
Olympic. Oceanic and Majestic, sailing from Southampton
on Wednesdays and from New York on Saturdays.
NORTH-WEST OF ENGLAND.
(From our Own Correspondent.)
Barrow-in-Furness. — There is activity in every depart-
ment of the shipbuilding trade at Barrow, and the orders
in hand are of considerable importance. Some folks expected
the Vickers firm would have been successful in pulling off
the order for the battleship-cruiser for the Admiralty which
has been placed with Tyne builders, but it was not policy
on the part of Barrow builders to crowd their yard with over
much work at present, inasmuch as already two immense
armoured cruisers are in hand, one for Britain and the other
for Japan, together with an immense amount of other work ;
and there is the prospect of even more work coming to hand
from other sources. So that the loss of the Admiralty
battleship crniser can be tolerated, not only in view of the
great amount of work already in hand, but also of the
prospects of other orders of considerable importance coming
tlieir way in the near future.
Unwonted Activity. — The effect of tlie boilermakers'
lock-out is to be seen in the high pressure which now exists
in the shipbuilding yard at Barrow. The fullest energy is
being shown in the work of progress in the construction of
the British battleship Princess Royal, which is to be launched
in the course of a month or two ; and there is also much
progress shown in the building of the Chinese cruiser, which
is understood to be the forerunner of other orders from the
same quarter. The Dartmouth, one of the "Town" cruiser
scouts, will be launched in February, and the Aberdeen
floating dock is also nearing completion. The Vickers
firm have only one torpedo-cruiser in hand for the British
.\dmiralty, but they are acquiring fine data in this branch
of construction, which will be useful to them in future ten-
dering for this class of work. There is much activity in the
submarine department, and although nothing is officially
allowed to be known as to the orders in hand, it is known
that much work is in progress in the submarine shed, and that
this is all for the British Government is more than surmised.
There are still several vacant slipways in the Barrow yard,
and it is possible to lay at least four or five of the largest
warships or ocean liners down in addition to the two big vessels
and other smaller ones now on the stocks, some day it is
expected that the whole of the shipbuilding yard, the largest in
this countrv and probably in the world, will he full of ships
in course of construction.
The British Airship. — The statement has gone forth that
the new naval airship building at Barrow by the Vickers
Company was now practically ready for flight. This, we
learn, is not the fact. Very great care has been taken in
the building of this vessel, and many alterations have been
made in her since the original design. Further than this,
advantage has been taken of up-to-date experience with
the view that when the dirigible takes to flight she will be
as perfect as it is possible to make her. It is therefore some-
what uncertain when the experimental trial will take place,
but it is safe to surmise that it will be the spring months
before the airship merges into the open. It is believed in
Barrow that other airships will be built to succeed No. T ,
which is now completing, and that this will probably become
an important industry in the town.
Engineering. — There is probably no engineering shop in
the world so busy as that of Messrs. Vickers, Sons & Maxim
at Barrow, and certainly there is no engineering establish-
ment so large, or so fully equipped in all departments, and
there are verv manv of these. There is a continual inrush of
all the best and most up-to-date mechanical appliances, to
deal either with new work, or to replace other tools by modern
machines which are better and more economical than those
liithi'rto in use. Probalilv the present year will witness the
production of a greater indicated horse-power of engines
than has hitherto been possible in any establishment in the
world. In addition to marine engineering, the firm is very
busy with gun mountings in connection with 12 in. and 13 '5
guns for vessels building at Barrow and by other firms in
various parts of the country, and also for warships building
in Government dockyards.
New Offices. — The Vickers firm are on the point of com-
pleting, or more correctly speaking, half completing, new
offices it their works at Barrow. The half of a proposed
gigantic building which is now practically ready for occupancy
is intended to house the clerical department, the ship's
draughtsmen, the manager's offices in connection with the
shipbuilding department, and the Board Room and General
Offices, The scheme will ultimately entail the addition
of the engineering staff, which will have to be housed later on.
The firm are busy with the rebuilding of the joiners' shop,
which was burnt down some time ago.
Haematites. — The demand for hematite iron has improved
and tlie output has been increased. Prices are highier, at
68/6 for Mixed Bessemer Nos- nett f.o.b. and 67/2 warrant
sellers cash.
Shipping. — New life has been imparted to the shipping
trade alike in imports and exports since the opening of the
new year.
BELFAST.
(From our Own Correspondent.)
Work in Hand. — .-Vccording to Lloyd's returns Belfast
heads the list for new tonnage under construction at the end
of the last quarter of 1910, .\t that time there were twenty-
four steamers building on the Lagan, with an aggregate
tonna.ge of 250,807. On 30th September, 1910, the number
was nineteen, with a total gross tonnage of 232,000, and on
31st December, 1909, there were fifteen with 168,210 tonnage.
Messrs. Harland & Wolff. — On ij|th January, the handsome
new twin-screw liner Tlicmistocles. built at the Queen's
Island for Messrs. Geo. Thompson & Co.'s well-known Aber-
deen line, left Belfast after a successful trial trip. The
Themistocles is 517 ft. long, 62 ft. 3 in. beam, and has a gross
tonnage of 11,232. She has extensive cargo capacity and
passenger accommodation, and is intended for the company's
service between Britain and .\ustralia. The propelling
machinery consists of two sets of quadruple-expansion
engines, Ijalanced to prevent any vibration. .\ sister ship,
named Demosthenes, will be launched in a few weeks' time.
She is similar to the Themistocles in every respect, except
that of propulsion. The Demosthenes will have three screws,
the centre propeller being driven by a low-pressure turbine,
and thf wing propellers bv reciprocating engines.
Messrs. Workman, Clark & Co. — This firm has commenced
the year by the launching of two vessels during January.
On the 5th'of the month they put into the water from f-eir
south yard the fruit-carrving steamer Aracataca. which they
have built to the order" of Messrs. Elders & Fyffes, Ltd.,
London. She is 390 ft. long, with a gross tonnage of about
4,100. The propelling machinery consists of a set of triple-
expansion engines, steam being supphed by four single-ended
boilers. On the 12th they launched the twin-screw steamer
Anchises for Messrs, .\lfred Holt & Co,. Liverpool. The new-
vessel is the last of three similar vessels ordered from Messrs.
Workman, Clark & Co.. for the Blue Funnel line, all of "hich
have been built for the Company's recently established
passenger service between Great Britain and .\ustralia.
Harbour Notes.— The contractors are working night and
day to have the new graving dock readv to take the White
Star liner Olympic on the 31st of March. Everything possible
will be done to accomplish this, and at the present time the
coffer-dam is being removed. For some time past the
Harbour Commissioners have had under serious consideration
the question of the congestion of the port. The first thing
to be done will be to get over the overlapping of the cross-
Channel steamers at the Donegal Quay. This trouble will
be overcome bv transferring several of these steamers to the
Queen's Ouay, which has always been occupied by the coal
trade. The question therefore' that is exercising the minds
of the Commissioners is, where to put the colliers. There
are several alternatives before them, but what scheme will
be adopted it is impossible at present to tell.
February. 1911. THE MARINE ENGINEER AND NAVAL ARCHITECT.
273
Londonderry. — In a recent issue of the Marine Engineer
reference was made in these notes to the prospect of the
Derry shipyard bciuK reopened. Negotiations have Ironi
time to time been carried on between the port and Harbour
Commissioners — who are the landlords of the yard with all
its plant — and prospective tenants, but these negotiations
have proved abortive. Now, it appears, there is every
prospect of shipbuilding being revived on the Foyle. At
the annual meeting, held recently, the chairman (Sir John
Johnston) stated that there was now every likelihood of the
yard being reopened at an early date.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES English.
Armanistan. — On January 2nd, Messrs. William Gray & Co.,
Ltd., launched the large steel screw steamer Armanistan,
which they have built for Messr?. Frank C. Strick & Co., Ltd.,
of Swansea and London. Her principal dimensions are : —
Length overall, 372 ft. ; breadth, 47 ft. ; and depth, 25 ft.
3 in. She is a handsomely modelled vessel of the two-deck
type, with poop, bridge and forecastle and a sun deck over
the bridge. Very tasteful cabin accommodation is provided
in houses on the bridge deck for passengers, captain and
officers. An electric lighting installation is being fitted,
including a Suez Canal projector light. The vessel will
take Lloyd's highest class and has a cellular double bottom
and after-peak tank for water ballast. The decks are of
steel and teak. The steam windlass, steam-steering gear,
steam winches, large marine type donkey boiler, and the
whole of the outfit are of the most approved description,
including Porter's patent derrick sockets for dealing with
heavy lifts by combining the ship's ordinary derricks. The
machinery is made by the Central Marine Engine Works of
the builders, being of the triple-expansion type, with cylinders
25 in., 40 in. and 65 in. diameter and a 42-in. piston stroke.
She is also fitted with Weir's feed pump and heater and
two large steel multitubular boilers working by Howden's
system of forced draught at a pressure of 180 lbs. per square
inch.
Argentine Transport. — On January 14th, Messrs. Irvine's
ShipbuUdmg and Dry Docks Co., Ltd., launched from their
Middleton Shipyard, West Hartlepool, the steel screw steamer
Argentine Transport, built to the order of Messrs. Furness,
Withy & Co., Ltd., West Hartlepool, for Messrs. The Empire
Transport Co., Ltd. (Messrs. Houlder Brothers & Co., Ltd.,
managers), London. The dimensions of the vessel are 400 ft.
in lenjgth by 52 ft. beam e.xtreme, by 29 ft. 6 in. depth moulded,
carrying over 8,200 tons on a moderate draught. She is
built to British Corporation Classification, having a single
deck of steel with clear holds, with poop, bridge and forecastle
and water ballast is carried in cellular double bottom and
in fore and after peak tanks. The vessel is constructed with
deep frames and longitudinal stringers, and is divided into
seven watertight compartments by means of si.x watertight
bulkheads. Wood grain divisions are fitted throughout the
holds according to the latest Board of Trade Regulations.
Four large hatches are provided and cross bunker hatch, and
all the latest facilities are included for the rapid loading
and discharging of cargo, with eleven steam winches exhaust-
ing back into stokehole, and twelve derricks. A powerful
quick-warping steam windlass is fitted forward, with steam-
steering gear amidships and hand gear aft. The captain,
officers and engineers will be berthed in large houses amid-
ships, and the crew and firemen in the forecastle. The
lighting, heating and sanitary arrangements have received
special attention, the most improved methods being adopted
throughout. Triple-expansion engines are being supplied by
Messrs. Richardsons, Westgarth & Co., Ltd., Hartlepool, with
cylinders 25 in., 40 in., 68 in. by 48 in. stroke, with three
large boilers working at a pressure of 180 lbs. per sq. inch.
Vendee. — On 14th January, Messrs. Sir Raylton Dixon
and Co., Ltd., launched from their Cleveland Dockyard,
Middlesbrough, a fine steel screw passenger and cargo steamer,
which is being constructed to the order of Messrs. James
Moss & Co., of Liverpool. Her principal dimensions are : —
256 ft. 3 in. by 38 ft. by 18 ft. moulded, and she will have
a deadweight carrying capacity of nearly 2.000 tons on a
Hght draught of water. She is being built to the highest
class at British Corporation, and is of the single-deck type
with shelter deck and bridge and forecastle. Captain's
accommodation, chart-room and entrance-house to saloon
will be provided in a neat steel house on bridge deck and on
the deck below will be the saloon and first-class state-rooms
at fore end, and officers' and engineers' berths at after end.
The petty officers will be located in forecastle while the
firemen and crew will be quartered in poop. The vessel
has two holds, four hatches, two masts, nine derricks, and
will be equipped with five steam winches, steam windlass,
hand and steam-steering gear, electric light and all the most
modern appliances for the rapid handling of cargo. Triple-
expansion engines, having cylinders 21 J in., 36 in. and 59 in.
by 39 in. stroke, supplied with steam by two large single-
ended boilers working at 180 lbs. pressure, will be fitted by
Messrs. John Dickinson & Sons, Sunderland.
City of Durtiam. — On January 15th, there was launched
from the Jurrow yard of Messrs. Palmer's Shipbuilding and
Iron Company (Limited), the steel screw steamer which has
been built to the order of the Ellerman Lines (Limited),
of London and Liverpool. The vessel is over 400 feet long,
and has been built to the highest class in Lloyd's Register.
She has complete 'tween decks, with long bridge, poop and
forecastle, and is fitted with longitudinal girders under the
beams and wide-spaced hold pillars, giving clear holds for
cargo. Water ballast is provided for in cellular double bottom,
also in deep tank and aft peak, .\ccommodation is provided
for captain and officers, and there are spare berths in steel
houses on bridge deck amidships, the crew being berthed
in topgallant forecastle. The vessel is fitted with electric
light throughout, and is equipped with a very complete
system of derricks and steam winches for rapid working of
cargo. She has been designed to carry about 8,400 tons
deadweight. The vessel will have triple-expansion engines,
also manufactured by the builders, which will give her a
speed of between ii and 12 knots.
Vallington. — On January 18th, there was launched from
the shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby
a handsomely modelled steel screw trawler, the principal
dimensions being 130 ft. by 22 ft. 6 in. by 12 ft. 9 in. moulded.
The vessel has been built to the order of Messrs. The Premier
Steam Fishing Co., Ltd., at Grimsby, and will be fitted with
powerful triple-expansion engines by Messrs. C. D. Holmes
and Co.. Ltd., of Hull, and is replete with all the latest m\-
provements for fishing purposes.
Highland Loch.— On January 17th, Messrs. Caiiinicll,
Laird & Co., Ltd., launched the third of the Nelson Liners,
which has been named Highland Loch. This vessel is to
be used on the River Plate trade, and is 414 It. between
perpendiculars, 56 ft. beam with a depth to shelter deck of
37 ft. 8 in. The vessel has accommodation for first and
second-class passengers, and will have storage for 3,500
tons of chilled meat. Messrs. Wailes, Dove ■% Co.'s " Bitu-
mastic " enamel was applied to the bunkers and engine and
boiler-room tanks, and their " Bituraastic " covering to tank
top in boiler space, also in refrigerating spaces.
LAUNCHES— Scotch.
Strathlethen and Strathfinella.— On December 19th, these
steel ketch-rigged steamers of about 198 tons gross each,
named as above, were launched at Aberdeen for Messrs.
The .Aberdeen Steam Trawling and Fishing Company (Limi-
ted). The port of registry is Aberdeen.
Culblean. — On December 29th, a steel ketch-rigged steamer
of about 200 tons gross, named Citlbtean, was launched at
.Aberdeen for the owners. Messrs. The Grampian Fishing
Company (Limited). The port of registry is .\berdeen.
El Zarate. — On December 31st, at Grangemouth, there
was launched the twin-screw light draught steamer El
Zarate, which has been built to the order of Messrs. The
Smithfield and Argentine Meat Company, London and
Buenos Ayres. The vessel has been specially built for the
carriage of a large quantity of chilled meat from the depot
of the Company up river to the ocean-going steamers which
convey it to this country. The dimensions are : — Length,
2IO ft. ; breadth, 42 ft. ; and depth moulded, 11 ft. 3 in.
She will carry her complement of chilled meat in four refrigera-
ted and insulated compartments on the very light draught
of 6 teet. She is classed to British Corporation for carrying
refrigerated cargoes. The meat holds have an aggregate
capacity of 50,000 cubic feet. Twin-screw engines of large
274 THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 191 i.
power, with two boilers, will be fitted. Messrs. Wailes, Dove
and Co.'s " Bitumastic " cement was applied to flat of bottom
and their " Bitumastic " enamel to ship's sides and frames
in bunker spaces.
Margaret Wetherly. — On January 4th, a steel screw trawler,
built to the order of Messrs. The Wetherly Steam Fishing
Company (Limited), Aberdeen, was launched at Aberdeen.
The vessel, which will be fitted with triple -expansion engines,
was named Margaret Wetherly.
Ellenga. — On January 17th, Messrs. Alex. Stephen & Sons,
Ltd., Linthouse, launched the steamer Ellenga, one of the
twin-screw vessels now under construction by them for the
Indian Coastal Service of the British India Steam Naviga-
tion Co., Ltd. The Ellenga is 425 ft. m length, 52 ft. in
breadth and 35 ft. in depth. She ha.= three complete decks,
with bridge and boat decks above, and has accommodation
for fifty first-class and fifty second-class passengers, both
classes being equally well fitted up. Special provision has also
been made for native passengers, two complete decks being
reserved for their use. The propelling machinery consists
of two sets of triple-expansion engines, with two double-ended
and two single-ended boilers, constructed by the builders.
Messrs. Wailes, Dove & Co.'s " Bitumastic " covering was
applied to tank tops in boiler rooms.
LAUNCHES Irish.
Bayern.^Recently Messrs. Harland & Wolff, Belfast,
launched a new vessel of 8,250 tons, named the Bayern,
for the Eastern trade of the Hamburg-America Line. The
Bayern. which is a sister ship to the Sachsen, built by the
same firm, will be principally devoted to the cargo traffic,
although she will have accommodation for a small number
of passengers.
Aracataca. — On January 5th, Messrs. Workman, Clark
and Co., Ltd., of Belfast, launched from their South Yard,
a new steamer built by them for Messrs. Elders & Fyffes, Ltd.,
of London. The new vessel has been named Aracataca, and
is intended for service in the banana and general fruit-carrying
trade between the West Indies and this country. The
Aracataca is 390 ft. in length, with a gross tonnage of about
4,100 and has been constructed under British Corporation
Survey for the highest class in their Registry. The cargo
holds are specially arranged for the carriage of fruit, being
insulated throughout and fitted with ducts for conveying
cooled air from the cooler rooms in which efficient plants of
refrigerating machinery are installed. Large hatchways give
access to the holds, and these are equipped with steam
winches and other approved appliances necessary for care-
fully and expeditiously handling large fruit cargoes. Com-
fortable accommodation for a number of passengers is arranged
amidships in commodious and well-appointed staterooms.
The public rooms, which include dming saloon, ladies' sitting-
room, and a smoke-room, are all spacious and comfortably
furnished apartments. The propelhng machinery consists of
a set of triple-expansion engines with a complete installation
of auxiliaries, steam being supplied by four single-ended
steel cylindrical boilers working under forced draught. A
■■Cochran" Annan donkey boiler with patent seamless
furnace has been supplied and fitted.
AnchlseS. — On January 12th, the new twin-screw steamer
.4nchises was successfully launched from the Belfast ship-
yard. The Anchises is the last of three vessels ordered by
Messrs. Alfred Holt & Co., Liverpool, from Messrs. Workman,
Clark & Co., Ltd., Belfast, and brings the number of vessels
built by this firm for the Blue Funnel Line up to a total of
twenty-seven, while they have also in course of construction
for this Line a vessel of different dimensions and type. The
new vessel, like her sister vessels, the .-Eneas and .Ascanius,
is intended for the passenger service which Messrs. Holt & Co.
have recently established between Great Britain and Australia,
in which service the ^Eneas has already gained a good repu-
tation for comfort and all-round efficiency. The .Anchises
is 509 feet in length, with a gross tonnage of about 10,050.
and complies with British Board of Trade requirements for
a first-class passenger certificate. .\ special feature of these
steamers is that accommodation is provided for first-class
passengers only, this having been thoroughly thought out
to the minutest detail so as to ensure the utmost comfort of
the passengers. This accommodation occupies the midship
portion of three decks and comprises exceptionally large and
airy staterooms, together with a commodious and hand-
somely decorated dining saloon, a cheerful and well-appointed
nursery for the children, a luxurious drawing-room and an
exceptionally comfortable smoke-room. The six cargo holds
are each capable of receiving the largest type of consignments,
such as boilers and machinery, while one of them, together
with the after 'tween decks, has been insulated and fitted
up for the carriage of frozen meat, dairy produce and fruit.
These perishable consignments and the stewards' stores will
be kept in good condition by a refrigerating installation on
the carbonic anhydride system. Each of the holds is furnished
with a large hatchway equipped with steam winches, derricks
and other appliances necessary for rapidly loading and dis-
charging cargo. The propelling machinery consists of two
independent sets of triple-expansion engines, carefully
designed and adjusted so as to reduce vibration to a minimum,
and having all the most modern improvements in auxiliaries.
Steam is supplied by three large double-ended steel boilers
working under forced draught.
TRIAL TRIPS.
Kirkwood. — On January 7th. the loaded trial trip took
place of the s.s. Kirkwood, built by Messrs. Robert Thompson
and Sons, Ltd., of Southwick Yard, to the order of Messrs.
Wm. France. Fenwick & Co., Ltd., of London and Sunderland.
The speed trials were run and the guaranteed mean speed
of loV knots was easily attained, the engines running with
the utmost smoothness. Mr. J. L. Dawson, who represented
the owners, expressed entire satisfaction with the vessel and
her machinerv. For particulars of Launch see January
number.
Wearbridge. — On January 7th, the steel screw steamer
Wearbridge. built by Messrs. The Northumberland Ship-
building Company, Ltd., Howdon-on-Tyne, to the order of
Messrs. Crosby, Magee & Co.. West Hartlepool, for Messrs.
The North of England Steamship Co., Ltd.. left the Tyne
for her official trial trip. The vessel carries about 7,200 tons
on a light draught and will steam about 10 knots loaded at
sea. The trial trip proved in every way satisfactory, .\fter
the trial trip the vessel proceeded to Hamburg under the
command of Captain Storm. See December, 1910, issue for
description of vessel.
ThemlStOCles. — On January 14th, the Themistocles, the
new steamer built by Messrs. Harland & Wolff, Ltd., for
Messrs. Geo. Thompson & Co., Limited 's Aberdeen-Australian
passenger and cargo service, left Belfast, after the usual
trials, for Cardiff, whence, after coaling, she will proceed
to London. The Themistocles is a very handsome twin-screw
steel steamer of 11,232 tons register, constructed under
Lloyd's Survey for the 100 Ai Class, and in compliance with
the Admiralty Transport Department and Board of Trade
passenger requirements. She is 517 ft. overall, 62 ft. 3 in.
beam, with a displacement of about 20,000 tons, and her
entrance into the service of this well-known Line has been
eagerly anticipated. The motive power is provided by two
sets of quadruple-expansion engines carefully balanced to
prevent any vibration, and giving plenty of reserve speed
so as to ensure strict adherence to time-table dates. The
Themistocles is constructed on the cellular double-bottom
principle, the double bottom extending the whole length
of the ship. She is divided by ten water-tight bulkheads
into eleven compartments, and so much provision has been
made for safety that even if any two of these compartments
were simultaneously flooded the vessel would still remain
afloat. The vessel is a large cargo carrier, and is fitted with
every modern device for the safe and speedy handling of all
kinds of goods. Her seven hatches are served by no less
than seventeen winches, and powerful electric lights are
provided, so that working by night can be carried on as
efficiently as by day. The vessel is insulated for the carriage
of frozen cargo of all kinds upon the latest principles, the
refrigerating machinery being one of Mes.srs. J. & E. Hall's
CO2 machines. Batteries of coils are provided for the carriage
of fruit, and two compartments have been specially adapted
for the conveyance of chilled beef — some shipments of which
have been successfully brought from .\ustralia to Loudon
by the same Company's liner Marathon. Although catering
for all kinds of cargo, the Themistocles is pre-eminently a
February,
igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
275
passenger ship, and the arrangements made for the comfort
of traveller,* present several novel features of extreme interest.
Harmattan. — Recently the Harmattan, the latest addition
to the fleet of Messrs. J. & C. Harrison (Limited), of London,
left the Tyne after a trial trip which, notwithstanding
unfavourable weather, was highly successtul. The steamer
has been built and engined by Messrs. Swan, Hunter, and
Wigham Richardson (Limited), at their Neptune Works,
Newcastle-on-Tyne. She is constructed of steel, and is 390 ft.
in length by 50^- ft. beam. She will carry over 7,700 tons
deadweight on a comparatively moderate draught of water.
She has also accommodation for a limited number of
passengers. Her engines are on the triple-expansion system,
supplied with steam from two boilers working under forced
draught. In addition the vessel is provided with all the
most modern appliances for the navigation of the ship herself
and for the loading and discharging of her cargo. On the
trial trip the machinery worked without the slightest hitch.
Immediately on the conclusion of the trial the vessel sailed
for Cardiff, to complete her loading, under the command of
Captain Lamb.
THE "THUNDERER."
As tliis number is issued the first Thames-built " Dread-
nought " will be launched from the Blackwall yard,
The Thames Ironworks, Shipbuilding and Engineering
Co., Ltd. Everything is described as complete and there
is no reason why the date fixed, the ist of the month, will
fail to see this huge vessel taking to her natural element.
She has been nine months in course of construction, the
keel having been laid on the 13th April last. In two years
from this date she will be completed and will have cost
about £\ ,750,000. The launching ceremony is to be per-
formed by Mrs. Randall Davidson, wife of the Arshbichop
of Canterbury. After launcliing the vessel will be taken
to Dagenham, a few miles down the river, and here her
machinery, built at the Greenwich works, will be put on
board and the guns and armour fitted. She will carry ten
12-inch guns to fire an 850-lb. shell which will penetrate
20-inch armour plate at 3000 yards. .\ 150-ton floating
crane is to be utiUzed in this part of the work and shops
have also been erected for the purpose. The launching weight
is about 10,000 tons, against a final one of 22,500. The
dimensions of the vessel are 545 ft. long by 88 '5 ft. broad.
Parsons turbines of 27,000 H.P. will give a speed of 21 knots.
It is interesting to note that the Thunderer is the namesake
of warships that have taken part in prominent actions.
A Thunderer was in action on June ist, 1794, in Lord
Howe's victory over Villaret Joyeuse off Ushant and the
name was also represented at Trafalgar on October 21st,
1805. The first Thunderer captured the French warship
Achille in 1761.
Navigation of the Air. — Aerial navigation has been
advanced a stage during the past year, and although the
accidents and loss of life have been somewhat heavy and
painful, enthusiasm appears to be maintained, " all men
think all men mortal save themselves " — albeit such may
be tempered with the caution induced by that experience
which gives grace to the humble and sense to the foolhardy.
The controversy on the patent rights, and the discussions
which have been held on the best results of the year will
help to place the whole subject on a good basis for the coming
year. The death of Octave Chanute has removed one whose
designs and suggestive experiments in the pioneering days
were valuable to those following on, and by whom they were
appreciated. It is interesting to recall the attempts made
in 1850 in aerial machines. H. Bell, in July of that year,
ascended from Vauxhall Gardens on a machine, the elevating
portion of which was of the balloon type, about 50 ft. long
by 22 ft. diameter, capable of lifting about 5 cwts. The
under body was boat-shaped, fitted with screw propellers,
the steering rudder being shaped like a bird's tail. M. Petin
(France) also brought out a design of an airship with four
balloons, each about 90 ft. diameter, attached to a frame-
work about 480 ft. long by 210 ft. wide ; the steering and
propulsion were by means of flaps which were actuated
mechanically. This great airship does not appear to have
reached further than the paper stage.
BOARD OF TRADE EXAMINATIONS.
Note — iC denotes First Class : 2C Second Class
December ist, 1910. Thompson, B. 2C N. Shields
Birrell, J 2C Glasgow Thompson, JO. 2C N Shields
Brownless, G, . . 2C Liverpool Thompson, R.W.2C N Shields
Cameron, D. M. 2C Glasgow Toward, V iC N.^hlelds
Ciaig. W. M. .. 2C London Weetman, J. H. 2C Liverpool
De Ritter, S. .. iC London
Edridge, C. E. iC Glasgow December i^tli
Eduljee, E. M. iC South'ton
Forsyth, A 2C Southtnn Avenell, J. P, . . iC London
French, G. H. 2C South'ton ^a"- W S iC Liverpool
Gamble. R 2C Belfast ^arr, R. C. . . iC Glasgow
Gidman, S J... 2C Liverpool Burnm, P 2C Hull
Glass, R 2C Leith Cook, W, P- . . 2C Dundee
Gray.'j. G .... 2C Glasgow Crossley, G. B. 2C Liverpool
Grunnah, N. . , iC Cardiff Cruickshank, A. 2C London
Hardy, j iC N. Shields Navies, AS... 2C Dublin
Harris, P iC Cardiff Duft, W 2C Liverpool
Harris, "W. E. . . iC Cardiff Evans, T C. . . iC London
Havard, D. L. 2C N. Shields Pairfoul. R. H. 2C Dundee
Holland, J, E, 2C Liverpool Fettes, J 2C Dundee
Hughes, W. L. 2C Liverpool Fitzpatrick,G.A. 2C Greenock
Johns, D. E. ..2CCardiff Fyfe. J iC Greenock
Johnson, C A 2C Cardiff Guild, C D .. 2C Glasgow
Jones, R. H. .. iC Liverpool ^dl, H. W iC Liverpool
Tubb, F. M. .. rC Leith Hinchcliffe, W, iC N, Shields
Lee,'L. J. ..!.' 2C Liverpool Hollingum.H J iC London
Mackie, D iC Leith Key, F. 1- 2C Greenock
Macdonald, J,A iC Glasgow Littlewood.T.N. 2C Hull
Macdonald,J. iC Leith Macdonald. A, M iC Glasgow
Mailer, L 2C N. Shields Marsden, F. W. 2C Liverpool
May, H W. .. iC Liverpool Mather, J 2C London
M'ChesneyF M. iC Leith Matbias, J iC Liverpool
M'Dougall,D.F. 2C London M'Hugh. G. ..iCN Shields
M'Leod, A tC Leith M'Innes, R, R. 2C Greenock
Millar, P iC Leith M'Kenzie, J. J. iC Glasgow
Milne, 'W 2C Glasgow Morrison, P. ..iC Glasgow
M'Intosh, A H. iC Leith Parry, J. A 2C Liverpool
Neil, W, W. .. 2C Glasgow ^eay, W. H. .. 2C Dublin
Nelson, S iC Glasgow Roberts, A. H, 2C Liverpool
Pattersen, R, A. iC Liverpool Scott, H N. . . 2C Glasgow
Peters, H 2C London Stanforth, A H. 2C Hull
Power, W. M. 2C Cardiff Thomson, T. H. iC Glasgow
Rendall, R. O. iC Leith Webster, G. .. iC Liverpool
Richards, W. .. 2C Cardiff Williams, C G. 2C Liverpool
Roberts. W. .. iC Liverpool Williams, E. .. iC Liverpool
Robson, L, C, iC N Shields Wyatt, C T . . 2C Liverpool
Rogers, W. P. iC Falmouth
Scherffenberg,M,2C N. Shields December 29th
Shaw, A J - .... 2C Cardiff , , _ , . , ,
Shaw, S iC N, Shields Alexander, A. . . iC N, Shields
Shirley, J , M. . . 2C Liverpool Anderson, J , . . 2C Glasgow
Thomas, R. R. iC Cardiff Anson, J iC Greenock
Williamson, T, 2C Belfast ^aird, P iC Aberdeen
Willis, C 2C London Baxter, A, L . . iC London
Wyllie, 1 2C Glasgow Bower, O iC Glasgow
' • ^ " Bowie, D B. .. iC Greenock
Burdon, R. F. iC N. Shields
December 8th. Cameron, V. L. iC Glasgow
Battersby, S. T. 2C Liverpool Carrington,H.S. 2C London
Birkbeck, J. T. 2C N. Shields Chaddock. R.G iC Liverpool
Bower, F 2C N Shields Cowley, J iC N. Shields
Burge, A. J. .. 2C Liverpool Cresswell, J L 2C L'nderry
Frederick, G. J. iC N. Shields Darling, S. J. .. 2C Bristol
Gracey, J- N. .. 2C N, Shields Darroch, D. . . 2C Greenock
Johnson, A- W. 2C N Shields Davies, S. R. .. iC London
Johnson, J. P. . . 2C N Shields Davis. M iC London
Macdonald, C. 2C London Dod, G 2C Liverpool
Newton, C 2C London Dunsmuir, J. .. 2C London
Nickson, A iC Liverpool Fairley, DM. iC .Aberdeen
Parry, F. J iC Liverpool Ferguson, J, .. iC Liverpool
Patrickson, J. S. 2C N Shields Flint, G, H. .. 2C N. Shields
Peterson. A. . . iC N, Shields Finlayson, F. J. iC Liverpool
Rees, H. L 2C Liverpool Greig, R. F- . . iC Aberdeen
Ridley, W iC N. Shields Grimoldby, G. iC Hull
Rogers, R. C .. iC Liverpool Harney. J 2C NShields
Russell, D iC London Harvev. R. ... iC London
Spence, J 2C NShields Hay, W. Y iC Aberdeen
Sutherland, H.R.iC N. Shields Heasley, M. E. iC Liverpool
Taphouse, H.W. I C London Hendry, R iC Greenock
Vjb
THE MARINE ENGINEER AND NAVAL ARCHITECT. February, 1911.
Board of Trade Examinations — continued.
Hepburn, S. V
Howie, W, ....
Hume, E E . .
Humphreys, T.
Irvine, W
Johnson, J W
Kinnear, T
Lamb, A
Lea. J
Lehmann, E. . .
Lumsden, I. tJ.
Macne, R
Maid, J. M
Mansergh, W
McMillan, A ..
Melvin, W
MKay, W G
Miller, H
Milne, R
Mills, W.
Nelson, R. L ..
Northcote, E S.
Peters, D. B ..
Purdie, P.
Rogers, R A. . .
Robinson, S. A
Salmon, H. E.
Simpson, A. . .
Smith, C. P. ..
Soulsby, J. D
Swinburne, R.
Trewern, W. . .
Ward, T
Webber, D
WilloughbyJ H
2C Liverpool
iC Greenock
iC Hull
iC L'nderry
2C Glasgow
iC Sunderl'd
iC Liverpool
iC Aberdeen
iC Liverpool
2C Glasgow
2C A.berdeen
2C Greenock
iC Sunderl'd
iC Liverpool
iC .\berdeen
2C Glasgow
2C Glasgow
iC London
iC Liverpool
aC N. Shields
2C Liverpool
iC London
2C Aberdeen
2C Glasgow
2C Hull
iC N. Shields
iC Sunderl'd
iC Aberdeen
2CN. Shields
iC Liverpool
2C Sunderl'd
2C Bristol
iC Glasgow
iC Hull
iC L'nderrv
January 5th. 191 1
Baillie, J. B. . . 2C Glasgow
Clews, A iC Glasgow
Coubrough,M.S.
Dow, W
Easdale, T
Flucker, G
Hart, W. C. ..
Hibbs, R. G ..
Law, A
Lewis, E. R. . .
Mackintosh, F.
Macphail, W . .
Meiklejohn, R
M'Laren, A, G
Miles, A. P
Ormond, J
Robertson, G . .
Robertson, J. . .
Schole6eld,R.W
Scott, N
Smith, G. W ..
Thomson, J. . .
Wilson, CM..
Wallace, J S..
2C Glasgow
2C Glasgow
iC GlasgoM
iC Leith
2C Glasgow
2C Glasgow
2C Glasgow
20 Cardiff
iC Glasgow
2C Glasgow
iC Glasgow
iC Glasgow
2C Cardiff
iC Glasgow
iC Glasgow
iC Glasgow
,2C Cardiff
iC Leith
iC London
2C Leith
iC Glasgow
2C Glasgow
January 12th.
Evans, I)
Gilling, J. C ..
Hamilton, W...
Hardcastle.W J
Johnson, J H
Macbeith, J. . .
M Kibbin, R .
M'Morran, J . .
Ren ton. D H
Spoftorth, W. .
Thompson, W.
Thornton. J .
Weatherilt, \V
Wilkie, A ...
Wilson, C ...
iC Liverpool
iC London
2C Greenock
2C Hull
iC Hull
iC Liverpool
iC Dublin
iC Dublin
2C" Londju
iC Hull
2C N. Shields
iC Liverpool
2C N Shields
2C Gre-inock
2C Liverpool
The Marine Engineer and Naval
Architect Patent Record.
containing a lever 16, to one arm of which is attached a balance
weight 18, which presses on and so closes, without being
attached to, the inlet valve 19. The other arm of the lever
16 is connected by a rod 13 to a balanced float-lever in the
boiler. A pipe 14 concentric with the pipe 6 protects the rod
13 from the feed-water and admits steam to the upper part
of the casing i, thus preventing water-hammer and supplying
steam for the whistles a. Handles c are provided wfiereby
the mechanism may be operated to move the valve in case
of its sticking. The lower parts of the whistles a are formed
as valves 30, Fig. 3, and when these valves are lifted off their
seats by the lever 16 coming in contact with the ends 28 of
the whistles, steam is admitted to the whistles through the
openings 32.
21,378. SllipS' rudders. Forster, T. S. Ball or like
bearings are arranged in connection with a series of pintles
and gudgeons on rudders and stern-posts to prevent excessive
pressure on the lowest pintle, and to reduce friction. As
shown, the balls k are arranged between renewable races ^,
secured by screws h and pins ; to gudgeons a. d on the rudder
and post respectively. A securing-pintle c passes between the
gudgeons a. d. Roller bearings may replace the ball bearings.
21,629. Boat supporting and securing gear. Welin, A.
Relates to means for releasing simultaneously the inner and
outer gripes by releasing a single slip hook pivoted at the
inboard end of the supporting-chock. The outer gripe d
is attached to an eye /, secured to the vessel below the boat,
and, passing over a saddle-piece g. is hooked on the upper
part of a lever h. which is jointed to a saddle-piece i. The
Compiled by Messrs. E. P Alexander &■ Son, Charterid Patent
Agents. 306, High Holborn, London, W C
20,219. Steam-generators. Edge, J. Feed-water, supply
ing and controlling. — Relates to float-controlled feed-regula-
tors and high and low-water alarms for steam-generators,
so arranged that if the feed-valve sticks the alarm is not
prevented from acting. The feed-water enters the boiler
through openings m the top of a box 7 suspended by a pipe 6
from a stand-pipe 3 on the boiler ; the water may also pass
from the box 7 by a pipe 26 to the space below a partition
in the boiler. On the stand-pipe 3 is mounted a casing i
inboard gripe y is secured to an eye on the lever and retains
it in a vertical position, the lower part of the gripe being
hooked over a lever m hinged to the chock a. The lever m
is provided with a finger n. which normally takes against a
stop-pin 0 carried by a tension rod p which keeps the keel
rest b in position. The rod is locked by a pin q, and on re-
moving this, the finger n falls away and releases both gripes.
The chocks slide athwart-ship, and are mounted on rails s.
The gear may be used in combination with the quadrant
davits described in Specification No. 23,324, A.D. 1900.
March, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
277
The Marine Engineer
And Naval Architect.
LONDON, MARCH, 1911.
THE PORT OF LONDON.
THE question has often been asked in commercial
circles during the past two decades on the
matter of dock accommodation, " Why should
London wait ? " particularly bearing in mind the
rapid and extensive development tiiat has been taking
place in many competitive Continental ports, such as
Antwerp, Rotterdam, Amsterdam and Hamburg,
while at the same time shipping business has
materially increased at our home ports, such as
Liverpool, Southampton, Hull and Bristol. Great
difficulty has been experienced in finding a rational
answer to this important question. It will be
remembered that the Port of London Authority was
created in igo8, and was given the control of the River
Thames from Teddington to a point fifty-one miles
east of London Bridge, and the main object of its
creation was to develop as far as possible the great
potentialities of the river, so as to retain for London
the position of the greatest port of the world, by
remedying the disabilities under which the docks on
the river lie, owing to the fact that for the past
twenty-five years nothmg has been done to march
with the times in meeting altered conditions. When
the first annual report was published last year, a
feeling of considerable disappointment was experienced
owing to the extremely meagre improvements which
were outlined as in contemplation. Recently, how-
ever, the chief engineer to the Authority, Mr. F.
Palmer, has presented his report, which, after careful
perusal, one must agree contains a comprehensive
policy of a progressive and far-seeing character. The
result, as represented by the report, of the fifteen
months' study of the intricate problem by the experts
of the Authority will, we feel sure, be recognised as
eminently satisfactory by all those who take a broad-
minded view of such a great and important question
as the position of London as a trading port. The
scheme as a whole is a far-reaching one, and will
ultimately involve an estimated expenditure of about
fourteen-and-a-half millions sterling, and having
regard to the experience of the estimates for such
work in the past, it is quite reasonable to assume that
the ultimate cost may be nearer twenty millions.
The question always arises in one's mind whether,
after such a long period of inactivity as has taken place
and trade has been largely diverted, developments
even on the large scale suggested will reinstate
London in her old comparative position as a port.
However, everyone recognises something must be
done, and after a careful outline of the complete
scheme on a broad basis, the sooner it is started on
the better. The scheme may be divided into three
distinct stages, involving an expenditure of four
millions, five-and-three-quarter millions and nearly
five millions respectively, and the proposals in each
stage are in every sense a necessity, but as they
will no doubt be dealt with successively, for
financial reasons, the succeeding stages may be
modified as time goes on to comply with new
conditions which present themselves. It is interesting
to note the views of the Chairman of the Authority,
Lord Devonport, in a statement issued when present-
ing the report, that since 1886 the increase in the
average size of the largest vessels represents a growth
in length from 450 ft. to 700 ft., or 55 per cent. ; in
beam from 52 ft. to 77 ft., or 48 per cent.; in draught
from 28 ft. to 35 ft., or 25 per cent. ; and in gross ton-
nage from 7,000 to 24,000, or three and a-half times
greater. Further, the volume of shipping using the
Port cf London itself has grown from a nett registered
tonnage of under twelve millions to over eighteen
millions. On those facts the Chairman expresses the
view that the need for immediate action is overwhelm-
ingly apparent. Dealing with the proposal in detail,
the first stage includes the construction of a new dock,
at the cost of ^'2, 340,000, south of the Albert Dock,
of 65 acres area to accommodate the largest ship afloat
or projected, and in this connection it may be stated
that Mr. Palmer has in his mind vessels 1,250 ft. long.
The quayage will be g,2oo lineal ft., the depth 44^ ft.,
the width 700 ft. at the east and tapering to 500 ft. at
the west end, and the length 4,600 ft. A graving
dock 1,000 ft. long, 1 10 ft. wide and 38 ft. deep on the
blocks is to be built in connection with the proposed
south dock, while a connecting channel between
the proposed dock and the Albert Dock at the east
end is lo be provided, allowing vessels 650 ft. long to
pass from one dock to another. On the north side of
the Albert Dock a new dock is to be constructed, and
it is proposed to spend a quarter of a million on pre-
paratory work. At the West India Docks it is pro-
posed to spend ;/^g6o,ooo in constructing a new en-
trance 575 ft. by 800 ft. and 40 ft. deep, with an addi-
tional depth of 2 ft. by means of pumping, and in
making the South Dock capable of taking ships 550 ft.
long, or twice the tonnage at present admissible, so as
to encourage tramp steamers of large size. Parallel
to the entrance a dry dock of corresponding dimensions
will be constructed, as in the opinion of the Chairman
the absence of suitable dry docks not only involves a
loss of revenue to the Authority, but also a serious
loss of trade to the port, owing to ships having to go
elsewhere for repairs. With reference to the London
Docks a sum of £2,25,000 is to be spent in widening
the passage known as the " Tobacco" Dock, connect-
ing the Eastern and Western Docks, in order to make
a better entrance to the latter 60 ft. wide and 25*- ft.
deep. The berth accommodation is to be greatly im-
proved, and a new jetty in the Western Dock is to be
278
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
provided. An expenditure of ^12,700 is contem-
plated at the Millwall Dock in connection with the
extension of the existing dry dock to a length of 550
ft. Although nothing is included for riverside jetties
in the first stage, it is interesting to note that the
Chairman states the omission is in no sense an indica-
tion that such schemes are not deserving of the most
careful consideration of the Authority, but at the
moment there is no available site where such
accommodation could be provided ; but it is possible
that in the near future some suitable position may
become available where the demand for riverside
berths as distinct from dock accommodation may be
tested. We will deal with the remaining stages of the
work in a future issue.
THE LOSS OF THE WARATAH.
AFTER a most lengthy enquiry of so exhaustive a
nature as the circumstances of the case would
admit, the Court have now given their decision
in the form of answers to the questions submitted.
Having regard to the exceptional circumstances of
the case and the deep interest aroused by it, the
Court suggested to the Board of Trade the advisa-
bility of reading extracts from the report which the
Court had prepared for the Board, and the latter
acquiesced in this unusual course, and we think
rightly, having regard to the varied character of the
material placed before the Court in the matter of
evidence. The findings of the Court were as follows;
I. The vessel had three Lord Kelvin Compasses,
and so far as the Court could learn they were in good
order and sufficient for safe navigation. 2. When the
vessel left Durban on July 26th, 1909, (a) she was
supplied with proper and sufficient boats and life-
saving appliances, in good order and ready for use ;
{b) she was manned considerably m excess of Board
of Trade requirements, but in the opinion of the
Court an early opportunity might be taken of
reconsidering whether these requirements are suffi-
cient in the case of large ships carrying passengers ;
((-) the Court was of opinion that the cargo was
properly stowed ; and {d), on the basis of the
calculations made by expert witnesses, with the
results of which the Court was in general agreement,
the vessel had sufficient stability as laden. She was
in proper trim for the voyage she was about to under-
take. She was in good condition as regards structure
and, so far as the evidence went, in a seaworthy condi-
dition ; but there was not sufficient evidence before
the Court to show that all proper precautions, such
as battening hatches, securing ports, coaling doors,
etc., had been taken. 3. The cost of the ship to her
owners was in round figures /"i 54,000, and the in-
surances were — on hull and machinery /"i35,ooo, on
disbursements /"i 5,000. 4. So far as th Court had
been able to ascertain, the Wuratdh, after having been
spoken by the Clan Macintyre, was not seen or spoken
by any other ^vessel. 5. The cause of the Warafah
not having been heard of after being sighted by the
Clan Macintyre on July 27th, 1909, was her loss
during the gale on July 28. The precise manner
of her loss could not be determined upon the evidence
available. After the investigation that has been
made, and the character of the evidence available,
it will be conceded that the nature of the Court's
findings are what one could only reasonably expect
under the circumstances, and it is a satisfactory
feature that the Court have stated their opinion that
there was no reasonable doubt that whatever the
cause all the passengers and company of the vessel
met their deaths at sea soon after she left Durban.
The Court regarded it as the kindest course to
emphasize this view in the strongest possible
manner, which view will be agreed to by all
level-headed people. From the report to the Board
of Trade it is clear that the Court would have
liked to have had some further explanations as to the
correspondence which took place between the owners
and builders, and an unpleasant impression was clearly
made on the Court owing to the absence of any
reference as to the seaworthiness of the ship in the
captain's correspondence. A suggestion that a
committee of experts should be appointed to settle
the conditions of the stability of ships in different
trades is worthy of the most serious consideration.
Institute of Marine Engineers. — On March 2otli, Mr.
Shackleton will read a paper on " Modern developments in
British and Continental oil engine practice."
The Electric & Ordnance .Accessories Co., Ltd., have
found it necessary to appoint an engineer to represent them
exclusively in Yorkshire, and have been successful in securing
the services of Mr. F. MacCallum, late of Messrs. J. P. Hall
and Co., Oldham. Mr. J. Booker now confines himself to
the Lancashire district.
Speed Trials of the French Dreadnought " Con-,
dorcet." — The speed trials of the French battleship Con-
ilorcet were carried out on the 13th January last. The vessel
has a displacement of 18,000 tons and a shaft horse-power of
22,500. She is fitted with twenty-six Niclausse boilers of
the latest improved type, made by Messrs. J. & A. Niclausse,
of Paris, and eight turbines built in a French dockyard. The
Condorcet is the first French ■■Dreadnought" to carry out speed
trials. The full power trial, as provided for in the contract,
consisted of a run of ten hours with all boilers in use, and
burning 26^^ lbs. of coal per square foot of grate surface per
hour. The result of the trial gave an average speed under
tlie above conditions of I9'257 knots as against 19-23 knots
{provided for. The Naval Ministry further asked Messrs.
J. cV \. Niclausse if they would consent to a full-power trial
with a combustion of 33-34 lbs. of coal per square foot of grate,
wliich was accepted. The trial under these conditions was
carried out on the i6th January, and the average speed
attained over a ten hours' run was i9'So knots, more than
half a knot over the contract speed. The Condorcet further
carried out her endurance trials on the 20th and 21st of
January. This trial consisted of a run of twenty-four hours
with normal combustion, and the average speed attained
was i8'2 knots, with a coal consumption per mile lower than
was allowed for in the contract. The performance of the
turbines and boilers was perfectly satisfactory throughout
all the trials, the desired steam pressure being easily main-
tained under all conditions.
March, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
281
and tliere is no doubt that efforts will be made to progress
as much as possible with her before the close of the current
financial year, seeing that the Estimates provide £10,200 for
labour on tfie vessel. It will, however, be impossible to
expend that amount in so short a time — less than five weeks.
The preparations made with a view of starting the vessel
have been very extensive, and she will make unusually rapid
headway once she is laid down. The contract of the Parsons
Marine Steam Turbine Company, Ltd., of Wallsend-upon
Tj'ne, has been provisionally accepted for the turbnie pro
pelling machinery of iS.ooo shaft liorse-power for the Adi-
phion. The trials of the cruiser Blonde are now being carried
out. The steam and gunnery trials are to be completed by
March 4th and on the 6th the anchor, circle and turning trials
are to take place. The vessel will afterwards return here to
be completed. It is expected that wlien the Blonde is com-
pleted lier cost will compare most favourably with the otlier
vessels of the class. For instance, the ventilation system
will, it is said, have cost about £2,000 less than it did for the
cheapest of her sister vessels.
WATT ANNIVERSARY CELEBRATIONS.
THE customary celebrations of the anniversary of tlie
birth of James Watt were held as usual in the last
week of January, and took the form, in Greenock —
Watt's birthplace — of the " Watt Lecture," delivered under
the auspices of tlie Greenock Philosophical Society ; and, in
Glasgow, of the anniversary dinner under the auspices of
the Institution of Engineers and Shipbuilders in Scotland.
The Watt Lecture was delivered on tlie evening of January
20th by Prof. J. Harvard Biles of the Elder Chair of Naval
Architecture in Glasgow University ; while the dinner was
held in St. .Andrew's Halls, Glasgow, on the evening of
January 26th. The lecture had extra significance on account
of its being dehvered in the jubilee year of the Greenock
Philosophical Society ; and the dinner was notable on account
of its being the largest gathering of the kind ever field under
the auspices of the Scottisli Institution. The subject of the
lecture was " The Modern Battlesliip," which. Prof. Biles
said, " owed its importance so largely to James Watt and
to those who liad taken advantage of and developed the
results of his work." The major and more weighty part of
the address was virtually a reasoned defence of the policy of
building " Dreadnoughts," and an appraisement of the
fighting value of such a mechanism as a heavily-armoured
battleship m modern warfare. After having reviewed in its
essential features the evolution of the British battleship,
from the Warrior, built in i86i, to the latest example, the
lecturer said there were at present twenty-two British
" Dreadnoughts " built or being built, and five others were
to be laid down immediately. About sixty foreign " Dread-
noughts " were built or in hand. The departure from the
type of .ship having only four guns of large calibre, and the
adoption of that of the " Dreadnought" had led to great
expenditure on new ships. The eighty-seven " Dreadnoughts "
built or being built would cost little short of 200 million
sterling. The lecturer then considered in some detail the
cause of this development as exemplified in (i) all big-gun
one-calibre ships ; (2) increase m size of ships and the con-
siderations affecting these two heads. Dealing with the
position of guns in battleships. Professor Biles said that in
the Colossus the arrangement permitted of all the ten guns
being fired on either broadside, of six being fired ahead, and
of eight being fired astern. In the Monarch the arrange-
ments permitted of all ten guns being fired on the broadside,
four ahead and four astern. It was true that the arc of
training near the broadside position was, in the average,
larger in the latter tlian in the former case, but for chasing
a weaker fleet of about the same speed it would seem as if
the earher ships had a better chance than the later ones.
The large company attending the Watt Dinner was presided
over by Prof. Archd. Barr, president of the Institution of
Engineers and Shipbuilders, amongst those supporting him
being : — Lord Lamington, the Marquis of Graham. Lord
Blythswood, Sir J. H. A. Macdonald. Sir Gerard A. Muntz,
Bart., Sir John E. Bingham, Bart., Rear-Admiral J. E.
Bearcroft, Col. J. M. Denny, Mr. Alex. Siemens, Sir Thos.
Mason, Dr. S. J. P. Thearle. Mr. J. T. Milton, Col. Saxton
Wlute, xMr. Jas. Gilchrist, Mr. Thos. L. Devitt, Mr. Francis
Henderson, Mr. Summers Hunter, Dr. Robt. Caird and Mr.
Thos. Bell. After the usual loyal toasts had been honoured,
and that of "The Imperial Forces" fittingly proposed by
Lord Lamington and responded to by the Marquis of Graham,
the president — quoting the inscription by Lord Brougham
on James Watt's monument in Westminster Abbey, which
runs : " Not to perpetuate a name which must endure while
the peaceful ants flourish." etc. — intimated that it was their
custom at that annual function to honour the toast of " James
Watt " in solemn silence. After this had been done in some
moments of impre.ssive stillness, he announced that a cable
had been received from their engineering friends in Japan
which stated : " The Steam Users of Japan are holding
their James Watt dinner to-day, and they send their greetings
and good-will to their Scottish confreres who are celebrating
the anniversary of tlie great inventor." To this, the following
response had been sent : " The Engineers and Shipbuilders
in Scotland send hearty greetings to their con/rires at Tokio
on the occasion of their assembling to do honour to the
memory of James Watt, and trust that the cordiahty of the
feelings existing between the two societies may long continue."
Sir J. H. A. Macdonald proposed the toast of " Engineering
Interests " in a very racy manner and full of interesting
allusion to the engineering progress of the past. The en-
gineers of to-day, and particularly the younger of them, were
so extremelv busy that they had very little time to read
history ; but there were lessons to be drawn from the past
which' should always be remembered, and he thought they
should clearlv realize one of these ; that if they were to make
progress in the great arts and the great powers of engineering,
they should not allow themselves to be cold-watered, either
by the great engineers who had gone before them or by an
apathetic pubhc. He then gave a number of illustrations
of how even great men could wrongly dogmatise and damp
the ardour — possibly the prescience — of the young, and he
counselled his hearers not to put off anything they were
working at merely because some great big man said it would
not succeed.
Mr. Alexander Siemens, president of the Institution of Civil
Engineers, who replied, referred to Sir John Macdonald's
remarks on the restricted and inaccurate views of some great
engineers and scientists in tlie past on particular subjects,
and agreed with the advice he gave as to young men not being
deterred in any project or line of investigation solely because
of some big man's dogmatism. Mistakes had been made by
great engineers undoubtedly, but this had been largely due
to the dearth of facilities for exchange of ideas and proved
fact. The certainty and speed of communication and the
saving of manual labour were two immense forces which were
not in the old civihzation, and the consequences had been
that the old civilizations, not only of the Romans and the
Greeks, but of the Egyptians and the Babylonians, perished
altogether. They had no means of communicating their
knowledge to other peoples, nor could they preserve it from
being destroyed. It was engineering which had made present
civilization absolutely safe. In this way engineering interests
were the interests of the whole world.
Messrs. Leonard Chapman & Co., Ltd., importers and Manu-
facturers, Muntoii Road, London, S.E., report :
Graphite, as imported, according to qualitv.
£ s. d. £ s. d.
Ceylon L.L. c.i.f. London .. 15 15 o to 38 o o per ton
O.L. ,, ..10 19 6 to 37 19 6
chips ,, . . 8 15 o to 27 10 o
dust ,, .. 10 o oto25 10 o
Purified, nulled and ground.
Ceylon. 97% to 99%. f.o.b.
London 59 o o to 63 o o per ton
90% to 91% .. 40 o 0t0 42 o o
80% to 81% ,. 30 o o to 32 o o ,,
70% to 71% ,, 27 o o to 28 o o „
.■\inerican large flake, f.o.b.
London 45 o o to 49 o u
small ,, 35 o oto45 o o
Joint Compd. per cwt 2 9 oto 212 6
Paint Paste 2 2 ot0 2 5 o
Paint per gall o 4 9 to o 5 3
Wholesale lists of tinned goods on application.
282
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
"HOLZAPFEL I."
GAS-DRIVEN CARGO VESSEL.
THE new enterprise m utilizing the suction gas engine
for marine purposes was practically inaugurated at
South Shields on Thursday afternoon, the i6th of
February, when the Hohapfel I. was launched to the order
of the Holzapfel Marine Gas Power Syndicate, Ltd., from the
yard of Messrs. J, T. Eltringham & Co., South Shields, m the
presence of a large gathering of engineers, shipbuilders and
others interested in the new departure. The Mayor and
Mayoress of South Shields were present, and among others
Mr. and Mrs. A. C. Holzapfel (of Petersham), Mrs. Max
Holzapfel, the Misses Holzapfel, Mr. and Mrs. A. G. Holzapfel
(Newcastle), Mr. D. W. Fitzgerald and Mr. A. F. Fitzgerald
(representing the builders), Mr. Weil ((Stockton), Mr. Archer
(Stockton), Mr. T. Westgarth (AHddlesbrough), Mr. Eyres
(Sunderland), Mr. H. J. Rowell (Messrs. Hawthorn, Leslie
and Co.), Mr. G. B. Richardson (Messrs. Swan, Hunter and
Wigham Richardson, Ltd.), Mr. Harrison (Lloyd's principal
surveyor), Mr. James Skinner (Bill Quay), General Kasey
(Russian Volunteer Fleet), Mr. J. Dill Rossa (Odessa), Capt.
Lord (Ship Owners' Society). Mr. J, Trail (Newcastle), and
many others.
The Holzapfel I. is a small coaster vessel, but it is intended.
Mr. Holzapfel told the gathering after the launch, to build
one six times the size before the year is out. It is 120 ft. by
22 ft. by II ft. 6 m. moulded, and is intended to carry 300
tons deadweight on a draught of 10 ft. For the engines two
generators each of 100 h.p. are provided and two vapounsers
or scrubbers. The whole gat plant is raised on a gas-tight
platform 3 ft. 9 in. above the keel of the vessel and enclosed
by gas-tight bulkheads. The two producers stand side b)-
side and are each 3 ft. 6 m. square, their fronts forming part
of the bulkhead. The vapourisers are at the back of the
producers, the two scrubbers are about 11 to 13 ft. high and
2 ft. 6 in. diameter each, the upper portion being the wet
portion. The cooUng water and the circulating water for
the engines are obtained from a tank fi.xcd on the poop deck
supphed by pumps which can be worked either by the main
engines or by a separate paraffin engine. The coohng water,
on passing from the scrubbers, flows into a tank placed
directly underneath them, and is thence pumped overboard
by a separate pump driven by the main engine. The cooUng
water for the cyUnders flows overboard by gravitation.
The water for the vapourisers is obtained from the after-
peak tank, whence it gravitates or it can be pumped by a
hand pump into a small tank mounted above the generators.
A gas-tight door is fitted to the space containing the gas
plant and it is not expected that this space will have to be
entered while the vessel is at sea. Blow-off pipes are fitted
to each gener^ator. the valve of which will be opened before
the engines are stopped. A piece of flexible pipe is fitted
between each producer and the scrubbers so as to prevent
leakage through straining. The space in which the gas
plant is contained is separately ventilated by two 12-m.
ventilators having induced ventilation by a small pipe
supplying compressed air from the air compressors. As the
fronts of the producers are facing the engine-room it will be
seen that no leakage of gas can get to the fires and that the
danger of an explosion is thus avoided. The whole of the
gas plant is by the Power Gas Corporation of Stockton-on-
Tees, and the gas engines are by Messrs. E. S. Hindley and
Sons, of Bourton, Dorset. They are of 180 brake h.p., having
six cyUnders loj in. in diameter and 10 in. stroke. They are
intended to run at 450 revolutions per minute, which will be
reduced by the transformer to 120 revolutions of the pro-
peller shaft. The ignition is by low-tension magneto and
by Sir OUver Lodge's system with accumulators, a small
dynamo being provided for recharging the accumulators.
The vessel has a donkey boiler 5 ft. diameter and 8 ft. 6 in.
high and two steam winches of two tons capacity each.
The bunker is of 12-tons capacity and is situated between
decks. The estimated consumption of coal is 28 cwt. of coal
per twenty-four hours and the speed about 74 knots. The
Holzaplel I. is to be chiefly employed carrying coals from ports
in South Wales, at which anthracite coal, which is needed, is
always obtainable.
Mrs. A. C. Holzapfel christened the vessel as it left the
ways, and was afterwards presented by Mr. D. W. Fitzgerald
(on behalf of the builders) with a souvenir of the occasion.
Mr. D. W. Fitzgerald, in proposing " Success to the Hoi-
zaptel /.," in the offices of the builders later, said their ship-
yard by reason of the older estabUshment of the boiler works
was rather overshadowed in the firm's enterprise, but as a
matter of fact since 1864 they had in their slupbuilding yard
turned out an average of six vessels every year. The first
vessel launched was from the slips from which the Holzapjel I.
had just been loosed. In their boiler works they had been
associated with all the changes in marine engines and were
glad to be associated in this important new departure.
Through the enterprise of Messrs. Holzapfel ic Co. suction
gas was now to enter into the competition. They wished
the firm great success in their new enterprise. They had, he
thought it might be interesting to state, installed in their
boiler works suction gas engines of 150 brake h.p., and their
consumption for a normal week's work was three tons of coal
for the two engines. In an ordinary way for steam purposes
that would require 1 5 tons per week, but the cost of this coal
was about two and a half times that of steam coal. Still
there was enormous economy. Touching on commercial
matters he said he agreed with the recent letter of Lord
Furness in the Times, which re-echoed what the Prince of
Wales said when he came back from India, " Wake up,
England." Workmen were more highly organized, were
getting better wages and though that might aflect manu-
facturers' profits he held it was better for the State. He
was proud, he said, to be associated with Messrs. Holzapfel in
this new enterprise, and returned thanks for the able assist-
ance given them by Mr. Cole, the naval architect.
Mr. .\. C. Holzapfel. in reply to the toast, said l;e ventured
to think that few realized how much was bound up in their
good wishes to the success of the Holzapfel I., the first sea-
going gas-driven cargo vessel afloat, and of what very great
local and national importance this new departure might
ultimately prove. Those who read the technical press, and
even those who gave their attention to the many articles on
these questions appearing from time to time in the daily
press, would have reaUzed that the steam engine and the
steam turbine were not Ukely to be the motive power of ships
m the almost immediate future, and that the internal com-
bustion engine was bound to take their place on account of
the many advantages which it was capable of bringing.
He proceeded, "When we speak of the internal combustion
engine for sea-going vessels, we have for economical reasons
to consider only two types ; the Diesel type of oil engine,
consuming heavy residual oils, and the gas engine. We are
at this moment at the parting of the ways ; shipbuilders,
sliipowners and engineers will have to decide to which of these
types they had best give their attention, for it is the type to
wliich most attention is given, and wliich is backed up most by
brains and money at this time, which will be universally
adopted."
There were, he said, some important and undeniable facts
which should be carefully weighed by shipowners and en-
gineers before they decided which one of the roads they
were going to take.
" You are all aware that the oil required for heavy oil
engines is obtained from raw petroleum and is, in fact, a
residual oil of petroleum after the fighter oils, like benzine
and kerosene, have been distilled off. So far no oil is being
produced in these islands except that which is distilled off
shale coal in Scotland, and comparatively httle in our colonies,
the only colony producing oil m appreciable quantities being
British Burmah. The great oil - producing centres at the
present moment are three — the United States, the South
of Russia and East Asia. The first of these fields is very
largely under the control of the Standard Oil Company, the
second and third are controlled more or less by what is known
as the Rothschild group and, although this latter does not
exercise such a direct control as the Standard Oil Company,
it would have no serious difficulty in making its control over
these two fields a practical and effective one. The residual
oils required for internal combustion engines are not present
m the American petroleum to so large an extent as in the
Russian and East Asian oil and for this reason, if our Navy
should adopt oil engines, it would be dependent for its sup-
plies very largely upon Russia and the Far East. The
Russian oils would have to come through the Dardanelles
and Bosphorus, which in case of a European war might
easily be seized and blocked by a Continental power. The
Eastern supphes would have to come through the Suez Canal,
and the question whether this might be blocked in case of
March, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
283
war has often been discussed and considered. li, therefore,
our future battleships, cruisers and torpedo catchers were
dependent on Eastern Asia and South Russia for supplies
I need hardly say that in that case we would probably be
up against a corner in oil which would quickly shatter the
finances of this country. It has been suggested that for the
of oil, and particularly if they are to be propelled by oil
engines, they might, in case these supplies were cut off, be
dependent for their oil on our respected relative. Uncle Sam.
eventuality of a war about a million tons of heavy oil could
be stored in storage tanks and that this would be sufficient
to provide our Navy with oil for a year's consumption ; but
284
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
we have no assurance that a Naval war, for instance, against
Germany, would be over in a year ; besides, such storage
tanks might readily be blown up with dynamite, particularly
now that aviation has to be taken into account in questions
of future warfare."
" So much for our Navy. But now, coming to the Mer-
chant Marine, I have already indicated that the petroleum
production is more or less under the control of two powerful
groups. These are sometimes in competition ; at others
they work on friendly terms. If at any time they shouM
amalgamate or form a trust, woe betide shipowners who
would depend upon their suppUes of oil on an oil trust !
" The alternative road is that of the gas engine — the gas
being produced from coal, of which we have an unlimited
supply in this country and of which our colonies (Canada,
South Africa, India and Australia) have also large and im-
portant supplies. At pressnt the cost of driving a vessel by
coal gas comes out considerably cheaper than by oil, but this
advantage is partially outweighed by other advantages
possessed by oil engines. However, we know one thing,
that is, that we have so many millions of tons of coal under-
ground, whereas the oil strata can never be measured and
one never knows when an oil well is going to give out. I
might here mention that some six or seven years ago ^£2 50,000
of British money was subscribed for a petroleum refinery in
California ; the refinery was built and a pipe line laid to the
oil field. Wlien all was ready the oil wells suddenly gave
out and the refinery has become practically valueless in con-
sequence. Tliis shows you how unrehable a supply of oil is.
Moreover, a sliip with oil engines cannot be readily adapted
for being driven by gas power, whereas a ship with gas engines
can, at comparatively small expense, be adapted for using oil.
" I am surprised that the coal owners of tliis and other
districts have not realized the importance of the new depar-
ture which is facing us, and have not taken any steps to ad-
vance their claims for consideration, while no end of people
and newspapers are advocating oil engines. I hold no brief
for the coal trade of England, but I can say this, that British
coal is pre-eminently suited for making power gas. We have
very large and important coal strata giving dry non-caking
coal which contains comparatively httle tar, while most of
the foreign coals are of the caking t\-pe and nch m tar, the
extraction of which from power gas absorbs some power and
is apt to cause some difficulties.
" Another most important point is this, that the oil engine
obtains from oil practically all heat energy possessed by the
oil, wliile the gas engine so far obtains considerably less than
half the heat energy contamed in coal. The gas engine and
gas power plant are, therefore, capable of enormous improve-
ment, and I look to our manne engineers to do for gas what
in the past they have done for steam. It is for Great Britain
and her marine engineers and her capitaUsts to solve this
task, and I hope we shall rise to the occasion."
The question of gas versus oil, he repeated, was of the
greatest national importance, and every patriotic Briton
should realize this and do his best to avoid committing the
nation to the necessity of depending for the propulsion of
their ships on oil produced in foreign countries, which might
not be available in case of war and wliich may be entirely
controlled by some huge international trust.
Institution of Naval Architects. — The Council have
pleasure in informing the members of the Institution that
His Majesty the King has been graciously pleased to approve
the grant of a Royal Charter of Incorporation. The annual
meetings of the Institution will take place on Wednesday,
.\pril 5th, and the two following days in the Hall of the Royal
Society of Arts, John Street, Adelphi, London. The annual
dinner will be given on April 5 th at 7.30 in the Grand Hall,
Connaught Rooms, Great Queen Street, Kingsway, W.C.
Hawthorn's M.\rine Engineering .\cademy. — At the
January examination held in London for extra first-class
engineers of the four candidates presenting themselves, Mr.
D. R. Roy and Mr. W. Turner were the only successful
candidates. Both these gentlemen were prepared by Mr.
J. Hawthorn, of Hawthorn's Engineering .\cademy, 41,
East India Road, and both being successful at the first trial,
this makes eighty-two successful candidates prepared from
this old-established academy.
INTERNAL COOLING SYSTEM FOR
INTERNAL COMBUSTION ENGINES.
ANEW system of internal cooling for internal combus-
tion engines is illustrated in Figs, i and 2, sliowing
a gas engine arranged for such internal cooling. In
Fig. I the main piston, on its expansion stroke, is on the
point of over-running an exhaust port located at h. When
this port is uncovered combustion products escape through
it, and at the same moment the small auxiliary piston is
driven into the cylinder up to about the position shown in
Fig. 2. Meanwhile the main piston has completed the
expansion stroke. The auxiliary piston assists in expelling
the products of combustion and draws behind it a cooling
fluid, air or sprays of water, converted into steam. Assuming
the engine works on a 4-stroke cycle, the main piston will
next make the exhaust stroke, whilst at the same time the
auxiliary piston returns to its original position, thus removing
the cooling fluid.
During the compression and explosion strokes the auxiliary
piston bears against a solid annular seating provided at the
end of the cylinder and makes a tight joint therewith. Several
advantages are thereby secured, namely, the driving mechan-
ism can be built light, as it h:is not to bear any pressure, and
the piston can be made short and light, because its packing
ring or rings are not mainly depended iiyon for an explosion
tight joint.
A number of stiff springs projecting from recesses in the
annular seating back up a buffer ring against which the
auxiliary piston contacts on its out-stroke, so that it is not
brought to rest against a dead stop. The auxiliary piston
retains this position until the resistance of the elastic buffer
ring is overcome by the gradually rising compression pressure.
The piston is tliereby brought to rest without shock, and
during exhaust and suction there is no clearance in the
cylinder, so that practicallv all products of combustion are
expelled.
Fig- I
Fig. 2.
There are numerous means for actuating the auxiliary
piston, but as they present no special difficulties, a description
may therefore be omitted.
For small powers the cylinder may be left open to the
atmosphere, as the air following after the in -going piston
will provide adequate cooling. Wheie air is insufficient
water may be sprayed from the end of the cylinder after the
in-gomg auxiliary piston ; the cylinder should be closed up
behind the auxiliary piston. The water may be fed to the
sprays by gravitation and its flow may be controlled by a
slide valve contained in the supply pipe and actuated by the
main shaft or half -speed shaft. The sprays may be arranged
at the end of the cylinder, or in a position where they are
covered by the auxiliary piston when it is in the rest position.
By the application of a pump of the t\-pe used in the " Com-
bined Coohng and Scavenging System," described in the
February number of " The Marine Engineer and Naval
Architect," the sprays may be transferred to the piston rod
or to the piston. The water may also be sucked in the
vacuum formed by the in-going piston.
The sprays of water will be instantly converted into stfam.
which may partly condense if spraying is continued during
a longer period. The most severe heat conditions can thereby
be dealt with successfully, in spite of the short time available ;
the steam generated being allowed to issue continually.
The duration of the cooling action is for the combustion
chamber and adjacent areas about that of one stroke in four-
stroke cycle engines, a liltle less in two-stroke cycle engines.
Foi- the cylinder areas farther removed the time for cooling
decreases in about the same degree as the need for coohng
decreases. The rear areas of the cylinder are sufficiently
cooled by contact with the relatively cool face of the rear
section of the main piston and by contact with the air rushing
after the piston. After the cooling stroke the temperature
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
285
on the inside surface will be about that of steam at a low
pressure, and it is therefore much lower than it can ever be
in any externally cooled engine.
The more heated front parts of the cylinder must not only
be cooled superficially ; a sufficient quantity of heat must
be removed so that the surfacs temperature cannot exceed
a safe level immediately after the cooling action is terminated.
On the other hand, not more heat must be abstracted from
the body of the metal than what is necessary, so that it
cannot take up much of the heat liberated during the next
combustion strokt. It will be noticed that in 4stroke cycle
engines the out-going auxilian,' piston is followed closely
by the main piston on the exhaust stroke. The cooled areas
come therefore first in contact with the piston, and in addition
the areas adjacent to the clearance space are very soon
uncovered and thereby exposed to the cooling action of the
fresh charge which may take up any excess heat during
the suction and compression strokes. In two-stroke cycle
engines the cooling action may be somewhat more intense.
The heat value wasted for cooling purposes is evidently
not high, because the action begins after the heat cycle is
completed and lasts only about the period of one stroke.
In water-cooled engines the heat loss for cooling purposes
is much higher and subject to greater variations. In small
engines the heat loss to the water is ordinarily greater than
in large engines with necessarily thicker walls although the
latter mav run at a lower speed, thereby increasing the time
for cooling. For the thermal efficiency, it makes little diff-
ence whether the quantity of heat transferred to the water
is smaller or larger, because the ratio of the exhaust loss
to the total heat generated varies accordingly. Engines
having a deficient water-cooling system must work with lower
combustion temperatures in order to avoid overheating.
The gain in heat due to a smaller loss to the water is thereby
again lost owing to the necessity of lower maximum tem-
peratures.
The table below shows the effect on the thermal efficiency
and power of an engine resulting from heat losses of variable
amount for cooling purposes.
Heat
Exhaust
Loss for
I H P
Thermal
Value.
Loss.
Cooling.
Efficiency.
I
TOO parts
^5 parts = 35 °/r
to % = 40 parte
25 parts
25%
->
120 ,,
^s ., =29%
tO%=I2 .,
7Z ..
61%
1
100 ,,
35 .. =35%
ro% = io ,,
55 •■
55%
4
80 ,,
35 .. =44%
10% = 8 „
37 ..
46%
5
70 ,,
35 .. =50%
10% = 7 ..
28 „
40%
6
60 „
35 .. =58%
10% = 6 „
19 ..
32%
Example i indicates the heat distribution of a charge of
100 parts of combustible mixture in an average water-cooled
engine ; the heat due to 35 parts is assumed to be lost in
the exhaust. 40 per cent, to the water and 25 per cent, to
the piston as power.
In the following examples 2 to 6, the loss for cooling is
taken as 10 per cent., the rate estimated for an internally
cooled engine ; the exhaust loss is assumed to remain constant
with the heat due to 3; parts of the combustible charge.
It is assumed that the initial volumes of the vaiious com-
bustible charges are constant and that they are more or less
concentrated or rich, that the clearance is constant for all
charges, and that the expansion stroke is of varying length,
so that the pressure at exhaust remains the same for all
ciidiges.
In example 2, 120 parts of the or-ginal mixture give a
oower resulting from 73 parts, or a thermal efficiency of 61
per cent. The power is almost throe times, and the thermal
efficiency more than double that of the water-cooled engine.
In example 3 the original 100 parts give a power resulting
from 55 parts, or an efficiency of 55 per cent.
Even if the charge is reduced to ?s low a value as 60 per
cent., the thermal efficiency {32 per cent.) is still 7 per cent,
above that of the wattr-cooled engine.
The above figures show that any economical cooling system
affords great possibihties in regard to power and thermal
efficiency. They also show that it is preferable to work
with low combustion temperatures and to.begm with cooling
aftei completion of the heat cycle, even if the latter method
involves greater comphcations.
With the cooling svstem here described, it is possible to
partly recover the heat abstracted for cooling, because steam
is generated, whilst in water-cooled engines it is only possible
in exceptional cases to make some use of the heat contained
in the water. Ordinarily it requires some power and a
bulky plant to get rid of this heat.
The system above described is the invention of Mr. J. J.
Ruckstu'hl, of loa, High Street. Stockport. In a later issue
we shall pubUsh particulars of an " Intermediate Cooling
and Scavenging System " by the same gentleman.
INSTITUTE OF MARINE ENGINEERS.
Electrical Distance Thermometers.
At" tlu- Institute of Marine Engineers on Monday. February
20th, a lecture was .given by Mr. G. .\. H. Binz, on
" Electrical Distance Thermometers."
In the course of his lecture Mr. Binz said that increased
facilities for the accurate determination of temperatures
would, in most cases, prove valuable aids to economy and
efficiencv, and a demand had arisen for a temperature indi-
cator which could transmit its information over a distance
so as to render possible a centralization of all important
temperature readings at one point. This was accomplished
by the electrical thermometer, by means of which readings
could be taken at any desired distance from the source of
heat. Small switchboards could be erected at some central
point and any desired number of thermometers could be
connected to them, and their temperature observed alter-
nately on the same indicator.
The thermometer elements, or the part of the apparatus
sensitive to temperature, were entirely of metal, strong,
rigid and all but unbreakable. It had long been common
knowledge that the resistance which different metals offered
to the passage through them of an electrical current, varied
with the temperature of the metal body in question, and this
fact had been utilised to determine inversely the temperature
of such bodies by measuring their electric resistance. Until
quite recently, however, platinum was almost exclusively
employed for this purpose, and its great cost was naturally
a serious obstacle to a wide application of this system of
temperature measurement. During the last two years other
non-precious metals and alloys had been employed with
success for temperatures up to 800° F. , the resistance elements
being composed of coils of verv' pure nickel wire. The wire
resistance usuallv took the form of a closely-wound coil,
enclosed in a tube of suitable length and provided with a
couple of terminals. It was connected to the temperature
indicator by means of ordinary copper wire.
To measure the resistance of the elements sensitive to
temperature the principle of the Wheatstone Bridge was
resorted to. .\ two-volt accumulator provided all the current
required to work the whole system. In order that a number
of thermometer elements might be read on one indicator
alternatelv, the galvanometer was mounted on a small
marble panel carrying also a series of plug switches. These
served to connect the galvanometer with any desired ther-
mometer element and af the same time to place it in circuit
with the accumulator.
In reply to questions, the lecturer said the wire used for
connections was the ordinary high-tension copper wire, cotton
insulated. In bringing the wires through the engine-room
from the refrigerating holds, they would not be affected b\-
the heat, .^s far as he knew there were no installations of
the kind he had described fitted on board ship. In a land
installation the temperature was recorded from a distance of
1,000 yards. .\n alarm bell attachment could be fitted
so as to give warning of a fire in the bunkers. The apparatus
could be applied to take the temperatures of the feed water,
and the steam, particularly when superheated, the condensed
steam returned and the cooling water, in addition to many
other temperatures. In a large refrigerating chamber a
number of points could be used, if desired. The approximate
cost of an installation of fifty points would be from Igo to
iioo.
The Institution of Civil Engineers. — The annual
Conversazione of the Institution has been fixed to take place
on Thursdav. the 20th June, at 8.30 p.m., in the Royal
I Albert Hall."
286
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
EXAMINATION OF ENGINEERS.
THE Board of Trade Circular No. 1501 in Instruction
to Examiners and Notice to Candidates, states that
on and after January ist, 1915, the quahfications as
regards sea service required from candidates for certificates
of competency as Engineer in the IMercantile Marine will
be as follows : —
(l.) A Candidate for a second-class Engineer's Certificate
will be required, in addition to the apprenticeship described
in paragraph 23 (a) of the I^egulations relating to the Exam-
ination of Engineers, or the alternative sea service specified
in Circular 1469, to have served eighteen months at sea as
Engineer on regular watch on the main engines or boilers
of a foreign-going steamer of not less than 66 nominal horse-
power ; or twenty-seven months in a home-trade steamer
of not less than 66 nominal horse-power.
(2). A candidate for a first-class Engineer's Certificate,
in addition to the quahfications required from a Candidate
for a Second-Class Engineer's certificate, must (a.) have
served at sea for eighteen months, with a second-class cer-
tificate of competency or service on regular watch on the
main engines or boilers of a foreign-going steamship of not
less than 99 nominal horse-power as senior engineer in charge
of the whole watch ; or (i.) have served at sea for twenty-
seven months with a second-class certificate of competency
or service as first engineer of a home-trade steamer of not less
than 99 nominal horse-power ; or three years with a second-
class certificate of competency or service as second engineer
of a home-trade steamer of not less than 99 nominal horse-
power ; or (c.) have served three years nine months with a
second-class certificate of competency or service as third
engineer of a home-trade steamer of not less than 99 nominal
horse-power, if during the entire period he has been the senior
engineer in charge of the whole of a watch on the main engines
and boilers ; or (d.) possess, or be entitled to, a first-class
certificate of service.
The service described in paragraphs 38, 39, 40 and 41 of
the Regulations may as heretofore be accepted as qualifying
for examination in accordance with the conditions specified
in those paragraphs.
A candidate for either a Second-Class or a First-Class
Certificate, who within two years from the date of application
to be e.xamined has attended an approved course comprising
general mathematical and scientific instruction at a Technical
School recognised by the Board of Trade as suitable for the
training of Marine Engineers, will be allowed to count time
so spent as equivalent to sea service in the ratio of three
months at the Technical School to two months at sea. Time
so spent cannot be accepted as equivalent to more than one-
sixth of the total sea service required for either certificate,
but a candidate who has been allowed to count such time
on examination for a second-class certificate, will not be
debarred from counting similar subsequent time on examina-
tion for a first-class certificate.
Time spent in an approved Marine Technical School
subsequent to obtaining a first-class certificate and within
two years from the date of application to be e.xamined, may
also be accepted as forming part of the qualifying service
required under paragraph 28 of the Regulations, in the case
of candidates for E.xtra First-Class Engineer's Certificates,
but if such time is substituted for sea service, it will onlv
count as equivalent thereto in the ratio of three months at
the school to two months at sea.
In every case in which an allowance is made for time spent
at a Marine Technical School, the candidate will be required
to produce the Principal's Certificate for continuous and
regular attendance at all the approved classes and for satis-
factory progress.
H.M.S. "THUNDERER."
:. Messrs. Denny & Co. advise us that they have assumed
as partners, as from ist January, 191 1, Mr. George Kerr
Ward, Mr. Maurice Edward Denny and Mr. John McVusland
Denny, junr.
Record B.\ttleship-Cruiser " Lion." — Tlie publisher
has a few photogravure prints of this superb vessel at the
following rates. Plain prints, i/- each ; india proofs, signed
liy artist. 2/-, printed surface 9 in. by 6 in., size of mount,
iii in. by ii^ in. : framed prints, 2/- extra.
ON February ist, at the shipyard of the Thames
Ironworks Shipbuilding and Engineering Co.,
Ltd., the launch of H.M.S. Thunderer took
place without a hitch of any sort and with due and
proper ceremony. The occasion is a triumph for the
builders and their chairman, Mr. A. F. Hills, and
shows what can be done in the face of adverse circum-
stances if there are only the man and the will behind.
The keel plate was laid, as we know, as recently as
the tjth of last April, and here is the vessel being
built and taking the water in the brief period that has
elapsed since. Who shall say this is not a creditable
performance, worthy of the company which has
accomplished the task and undoubtedly making credit
as well as profit for the district ? The launching
weight was about g,6oo tons, there being, of course,
no armour or equipment of any kind, but merely the
hull. The Admiralty party present at the ceremony
was a large one and included Mr. M'Kenna (First
Lord of the .\dmiralty), Dr. Macnamara (the Parlia-
mentary Secretary) and Admiral Briggs (the Con-
troller of the Navy). The Lord Mayor attended in
State and neighbouring Mayors were also invited.
After the launch a large number of the guests
repaired to a specially-erected marquee where tea was
served. Mr. Hills thanked them for their presence
there and also Mrs. Randall Davidson for her good
offices that day. Mr. Hills then proposed the toast of
" Good Luck to the Thunderer," which was replied to
by the Archbishop of Canterbury. The toast of
"Continued Prosperity to Old Father Thames,"
proposed by the Lord Mayor, was well received.
We trust that with the success so far attained this
will not be the last vessel of her class to be built at
the Thames yard.
The first " Dreadnought" to be built on the Thames
being safely in the water, she was taken in charge of
tugs and towed to her fitting-out berth at Dagenham,
where she will be completed. Here her machinery
and heavy guns will be lifted on board by the 150-ton
crane which has been specially built for the purpose.
This crane, like the vessel, is the largest and most
powerful erected on the river Thames. The berth at
Dagenham became necessary on account of the width
of the present type of battleship having exceeded the
breadth of entrance of the various wet docks in and
about the Port of London, and the Directors of the
Thames Ironworks, in order to be fully eligible for the
largest of Admiralty work, provided this up-to-date
berth. A ferro-concrete jetty, constructed on the latest
of principles, stretches from the shore into the river
for a length of 352 feet, with a breadth of 22 feet and
terminates at the river end in a T-head 146 feet long,
alongside which the Thunderer is moored in a
depth of 30 feet of water at low tide.
The Thunderer is a super-" Dreadnought" and is a
sister ship to the Orion, Monarch and Conqueror. Her
general dimensions are, length overall 584 feet, beam
88^ feet, mean draught 27* feet, displacement 22,680
tons and her designed speed is to be 21 knots. The
turbine machinery, of 27,000 I.H.P., is being con-
structed at the builders' engine works at Greenwich
and is well advanced towards completion. The
armament is to be ten i3"5-in. and twenty-four 4-in.
guns, with three 21 -in. torpedo tubes.
March, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
287
THE RAVAUD AERO-HYDROPLANE.
WE are able to present to our readers illustrations
of the aero-hydroplane which has been in-
vented by the aviator, Mr. Roger Ravaud, and
has been built by Mr. Samuel Saunders at East Cowes
Works. The illustrations clearly indicate that the
machine comprises two hydroplane floats, one at the
forward end of the boat and the other at the after end,
and which are pivotally attached to the supports
carried by the body of the machine. These floats are
each about twenty feet in length, and enable one to
appreciate the size of the machine as a whole. The
body of the machine is a structure not unlike a boat,
and is provided with a 50-h.p. Gnome petrol engine,
which drives the aerial propeller disposed at the rear
end of the machine. The direction of the machine m
a horizontal plane is effected by means of an aerial
rudder disposed over the bows, and is controlled by
the steering wheel situated immediately in front of the
THE FLEETS OF THE MAIL LINES.
(From our Own Correspondent.)
The Sale of an Old Greyhound.
THE Turkish Government is contemplating, or has, indeed,
perhaps commenced, a considerable movement o£
troops to Arabia. For this purpose it is anxious to
obtain a number of vessels suitable tor use as transports, and
to secure them has sent a commission to Western Europe.
Visiting in the first place Germany, it bought four Nord
Deutscher Llovd steamers. These were the —
Darmstadt
Oldenburg
Roland
Heidelberg
all four being
Year
built.
1890
1890
1893
1S93
Place of Gross
Build. tonnage.
Glasgow 5012
Glasgow 5006
Newcastle .... 3603
Builders.
Fairfield Co.
Fairfield Co.
Armstrong's
Reiherstieg Co. Hamburg .... 3372
single-screw steel vessels. The third of the
quartette was especially suitable for the purpose in view,
having been specially designed by her owners for the steerage
tralfic across the Atlantic. Then proceeding to England,
the Commission went to Liverpool and found in the
Wallasey Dock the steamship Ottawa, of the British and
Mens. Koger Kavaud at the stern of his Aero-Hydroplane at Cowes.
driver's seat. On each side of the boat, and running
from amidships to the stern, is disposed an aeroplane,
by which the vertical stability of the machine is
ensured ; while a third plane of triangular shape is
arranged vertically under the bows and extends rear-
wardly to midships, the purpose of which is similar to
the two after planes. We understand that three or
four passengers can be accommodated in the body in
addition to the driver. The machine, after it has
been thoroughly tested on the Solent, is to be sent out
to the Mediterranean in order to take part in the
Monaco races, provided, of course, it fulfils in every
way the expectations of the designer.
Messrs. Matthew Keenan & Co., Ltd., have been success-
ful in obtaining a large number of orders recently, including
H.M.S. Falmouth, now being built by Messrs. Beardmore
and Co., Ltd., and they have enough work now to keep them
busy for many months to come. They have lately brought
out a new catalogue, which is most interesting to steam
and refrigerating engineers and well worth filing for reference.
Messrs. Jfatthew Keenan & Co., Ltd., now have works in
both London and Glasgow.
North Atlantic Steam Navigation Co., and added her to the
list. The Ottawa is an iron screw steamship of 5071 tons
gross register, built as long ago as the year 1874 at Belfast
by Messrs. Harland & Wolff. Her last service was with the
Dominion Line in their St. Lawrence service, for which
trade she took her present name. But she was originally
the White Star Liner Germanic, which, in the middle seventies
— before Mr. Guion brought out his Arizona, Alaska and
Oregon — contended with her sister the Britannic and the
Inman liner City of Berlin for the Atlantic record. Each
of the three vessels named, being contemporaries, achieved
the first distinction in turn. Her engines were originally
the four-cylinder tandem compounds, which in those early
days were the standard type of her builders — but at that
time Queen's Island did not construct machinery itself and
the engines of the Germanic were in fact built by Messrs.
Maudsley's, Sons & Field, of London. But in 1895 the vessel
underwent a complete overhaul at a cost, it has been said,
of no less than six-tenths of her original price. New engines —
this time of the triple-expansion type— and new boilers were
provided, and her accommodation almost entirely re-designed
and renewed. She became a favourite ship again in the
New York trade, and maintained a wonderful show of speed,
the log of her 264th trip across the Atlantic being most
noteworthy. In 1899 she sustained a remarkable misfortune,
being sunk at the White Star Wharf at New York bv the
288
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
accumulations]|of ice on her upper works in a blizzard. This
disaster involved a further renewal of her accommodation.
In October, 1903. she left the New York service of the White
Star Line, but was used during the summer of the following
year in the Southampton service of the American Line.
In January, 1905, she was taken over by the Dominion Line —
yet another branch of the Combine — and employed in the
St. Lawrence service until the advent of the big steamers
Lttureniic and Megantic rendered her further activity in
that direction unnecessary, and she then took her place in
the Wallasey Dock.
The Cunard Company
sent the first of their tliree new steamers to sea on the 25th
of February, the 18.000-ton Franconia taking the westward
mail of that date. This leaves two vessels, the Laconia,
a sister to the Franconia, and the giant 50,000-ton turbine-
engined vessel, under construction. During the month the
announcement of the name to be allotted to the new monster
has been announced. She is to be called Acquitania, that
being the ancient Latin title of one of the most famous
provinces of France, and a name peculiarly fitted for a
Liverpool ship, since, as has been recently pointed out by
Sir William Forwood in his most interesting book of reminis-
cences, thc'first charter of the, town of l,iverpool, granted
be shortened from one hour to upwards of two hours, com-
mencing about May the ist. The Great Eastern Com-
pany will not alter its route or its time of departure from
London. But it will deliver its passengers at Hamburg at
2.47 p.m. instead of as heretofore at 5.4 p.m., thus effecting
the transit in eighteen hours and seventeen minutes. The
Berlin arrival will be made at 5.20 p.m., instead of 6.51 p.m.,
so that here there will be a shortening of the journey to the
Prussian Capital by an hour-and-a-half.
The South-Eastern & Chatham are, however, to obtain
similar reductions in time of transit by their night service
by a change of port. The night mail steamers of the Flushing
line will in "future desert Queenborough for Folkestone.
This will shorten the sea-passage by over an hour and so
enable the railway connections on the other side to be duly
made. Queenborough will, however, be retained as the
Engl'sh port for the day service of the Flushing Company.
From the statement as yet pubhshed it would appear that
the hours of departure — hitherto in force for both the Harwich
and Flushing steamers — 8. 30 p.m. from Liverpool Street
m the one case, and 8.35 p.m. from Victoria in the other —
will not be interfered with.
The P. & O. Company,
having one of its new " M." steamships in the water and the
l>y King John — a monarch who is less kindly thought of
elsewhere than on the banks of the Mersey — was signed by
that unfortunate monarch as King of England and amongst
many other distinctions, Duke of Acquitaine. As Sir William
Forwood IS doyen of the directors of the premier Atlantic
company, it may well be that he put forward the name at
the Board for the reason he has elsewhere given.
The South-Eastern and Chatham Railway,
already thu possessor of live turbinc-cngnnd passenger
steamers — is credited with the intention to add a couple
more such vessels to its fleet. Though but a short while
ago the fleets of the two constituent Companies contained
nothing but paddlers. the Board some time ago disposed
of the last vessels of that class, save the tliree sisters Dover,
Calais and Lord Warden, built for the Dover service of the
Chatham Company by^Messrs. Denny, of Dumbarton, in
1896. This trio, however, is already marked out for removal
from the fleet, as one of them, the Lord Warden, has been
sold during the month of February.
The North Sea services of the South-Eastern &TChatham
and of the Great Eastern Railway Company are both to be
considerably accelerated. The journey to Hamburg, Cologne,
and Berlin — with, of course, the various cities to which access
IS obtained by routes passing through these centres — will
other practically ready for launching, has, it is stated, placed
orders with Messrs. Caird & Co., of Greenock, for a couple
more of the " Nile " class of Uners. These are twin-screw
vessels of about R.ooo tons gross register and chiefly employed
in the service from Middlesbrough, Antwerp and London
to the Straits Settlemrnt^. Hong Kong. Shanghai and Japan.
The Houlder Line
has increased its fleet by the purchase of two important
vessels. One of them, the Irak, hitherto owned by Messrs.
J. H. Welsford & Co.. of Liverpool, is a twin-screw Imcr of
upwards of S.ooo tons gross register. She was built in 1902
at Belfast bv Messrs. \\orkman. Clark & Co. She is to be
known in her new employment as the Leven Grange. The
other purchase is smaller, being of under 7,00c tons and a
single-screw. She was built at Newcastle in 1907 by Messrs.
Palmer, and was formerly known as the Guardiana, but
on joining the Houlder Line she wiU take the name of Suther-
land Grange.
The Union Company of New Zealand
has taken an unprecedented step in ordering a steamship
from a Belgian firm. Their Ihumata — a vessel of some
230 ft. long by 35 ft. 6 in. beam — was launched by
The Antwerp Shipbuilding Company on the 24th January.
She will not. however, be of entirely foreign construction,
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
289
as her machinery is to be made by The Xorth-Eastern
Marine Engineering Co., of Wallsend-on-Tyne.
Disasters.
The Shaw Savill J& Albion Company's steamship
Aotea went ashore at Mouille Point, Table Bay, on the
2ist January. There was fortunately no loss of hfe. But
there was a great scare the next day amongst the local people
when it was discovered that fire had broken out in the stranded
steamship, for it was known that her cargo had comprised
some 350 tons of dynamite, and the worst was feared by the
inhabitants. Fortunately they were disappointed of an
explosion, and this for two reasons. First the fire was con-
fined to the engineers' quarters and did no damage elsewhere,
and secondly, the landing of the dangerous goods had been
completed ere ever the fire broke out. At first it was con-
sidered that the condition of the steamer was hopeless. But
later accounts tended to make underwriters and salvors more
hopeful every day. This single-screw steamship was built
in 1895 at Newcastle by Messrs. C. S. Swan & Hunter. She
has recently been unlucky — having been ashore in June of
last year at Martin River in the St. Lawrence. The present
casualty, however, seems to have been due to no carelessness
in navigation as it seems to have been proved that on the
night of the stranding the light on the breakwater was mis-
leading.
The Union Castle Company
has, I think, chosen names never before used in its fleet
for the three steamships wliich are building for it by Messrs.
Harland * Wolfi and Messrs. Barclay, Curie & Co. They
are to be called respectively Guildford Castle, Gloucester
Castle and Galway Castle. As the old " G.'s " of the Union
Line therefore are, as time goes on. found too small for modern
requirements, there will be coming on a new series of " G "
Castles to perpetuate the old idea.
The Montauk Point Scheme
really looks — if we may believe reports from America — as
though it might come to fruition. For it is reported that
the Long Island Rail Road has purchased an estate of i6o
acres at Montauk Point, where it proposes to build i ,000 ft.
piers for the accommodation of the big liners which will so
soon be introduced into the trade.
Compulsory Wireless.
Canada would seem to be about to follow the examples of
the United States, Austria and Italy m making wireless
telegraphy compulsory for passenger vessels carrying fifty
passengers or more on voyages of 200 miles or upwards, as
a Government Bill to this effect has been introduced into the
legislature.
The West India Mails.
Early in January it was announced that a new contract
tor the carriage of the West India Mails had been secured
by the Royal Mail Steam Packet Company, and that the
first saiUng under the new arrangement would be made by
a departure from Southampton on the i8th January. The
consideration to be received by the contractors was to be
a payment of ;£63,ooo per annum, whereof no less than
,£20,000 was to be contributed by the island of Trinidad,
which, in return for so statesman-like a contribution, was to
be made the headquarters of the service, the mam hne vessels
proceeding thither direct from England. So far so good.
Trinidad hoped and expected that by this payment it would
secure for itself the trade which hitherto had centred at
Barbados. I cannot quite therefore understand the inward-
ness of the further arrangement which at the beginning of
February seems — according to the statement of the West
India Committee — to have been grafted on to the original
contract. We are told now that Barbados is to pay a sum
of ;(;4,ooo a year and is, after all, to have a call from the mail
steamers before they reach Trinidad. At the first blush
it would look as though this was a kind of breach of faith
with the Trinidad people, who would lose what they had
paid so heavily for. But on consideration one sees another
possilbiity. Barbados may still have the call, and yet lose
its importance as a distributing centre, if as I take it to be
the case, Trinidad is henceforth to be the distributing centre
from which the inter-colonial services will radiate.
Messrs. Elders & Fyfle have secured a contract for the
conveyance of the Jamaica mail in place of that banana
subsidy which the Imperial Direct Company held between
Bristol and Kingstown, whilst the Elder Dempster Company
announces that it is about to institute a new direct service
between New York and the various ports of West Africa.
AN OIL'ENGINED 7,000'TON LINER.
THERE is at present building at Glasgow a large
steamer to be engined by oil-driven motors. The
tonnage of this new liner will be 7,000 tons dead-
weight and about 5,000 tons gross. The well-known
firm of engineers in Copenhagen, Messrs. Bunneister
and Wain, are associating theinselves with the Clyde
builders, Messrs. Barclay, Curie & Co., Whiteinch, in
the enterprise of sending forth the first ocean cargo
and passenger steamer equipped with internal com-
bustion oil engines. Messrs. Burmeister & Wain have
done much in recent years in developing the Diesel
engine, and have supplied some of the largest oil
engines of this type to Continental buyers.
While the hull of the new liner is being built at
Whiteinch the engines are under construction at the
Stobcross engine works, belonging also to Messrs.
Barclay, Curie & Co. There are to be two sets of
combustion-cylinder engines of the Diesel type, with
improveinents which have overcome the early troubles
met with in starting and reversing the engines and
other minor details. A smaller Diesel engine will be
installed to generate electric power to drive the steer-
ing gear, winches and windlass, and also to supply all
the lighting equipment on board the steamer. Copen-
hagen experts are co-operating with the Stobcross
engineering staff, and though the vessel is not for
British owners, yet the Clyde firm hopes that the
trial trips and early voyages will induce the home
shipowners, especially the Atlantic firins, to give
orders for motor liners.
In the improved Diesel engine there is no magneto
or spark required to ignite the charge, this being done
by compression. A great advantage of the oil motor
is the shortening of time occupied in getting ready to
start. The engineer of this new steamer will be able
to start the engines in five minutes, as compared with
fifteen hours to raise steam with boilers. There will
be twin screws fitted, and as no great speed is desired —
for although a certain number of passengers will be
carried, yet cargo is the principal object of the vessel —
the average speed of twelve knots will be given.
In designing the engines the aim has been to permit
of the cheapest quality of oil to be used, whether
Scottish shale oil or American petroleum, and the
price at present of the low-grade oils is quoted at
under 40s. per ton. The tank storage on board will
only be about a fourth of the space that would be
reserved for coal bunkers. The estimate is made that
100 tons of oil will take the liner as far as 300 tons of
coal driving ordinary steam engines. In appearance
the new steainer will present an unusual spectacle, as
she will have no funnels, and to the engineers the
absence of boilers and bunkers will have all the charm
of novelty. It is anticipated by Messrs. Barclay,
Curie & Co. that the Atlantic service will soon include
passenger motor liners, as the absence of smoke and
dirt and ashes on the voyage between the United
Kingdom and the States or Canada will appeal to
passengers.
The first British Diesel engine was made in Glasgow
by the Mirrlees Watson Company nearly fourteen
years ago; but great improvements have been effected
on the oil engine since then and working is much
simplified. In 1908 the Diesel engine business of the
290
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, igii.
Mirrlees Watson Company was transferred to Stock-
port. In their power-house at Stockport they have a
two-cyhnder Diesel engine of 250 b.h.p. installed. It
has been running daily since it was set up in April,
igio, and the air and exhaust valves were only with-
drawn and cleaned for the first time in November,
after running about seven and a-half months, while
up to January last the valves on the air compressor
had not been removed, nor had the cylinder covers or
pistons.
Messrs. Yarrow & Company, of Scotstoun, Glasgow,
have in hand a triple-screw oil-engined boat, and also
a twin-screw moior, both of fair size.
But the first oil-engined steamer to cross the Atlantic
will be the Toiler, built at Wallsend-on-Tyne by Messrs.
Swan, Hunter & Wigham Richardson, Ltd. She
will leave as early as possible for Montreal. Her dead-
weight capacity is 3,000 tons, or about 97,000 bushels
of grain, and she is for service on the Canadian canals.
The engines are a modification of the Diesel type, and
consist of two sets dnvmg twin screws. They are
directly connected without clutches to the propeller
shafts. The starting and reversing gears are operated
by compressed air. The fuel is crude petroleum of
the cheapest quality, and is injected into the cylinder
without being vaporized, and ignited and burned in a
charge of hot air.
OIL-ENGINED VESSELS.
THE trials of the Vukantts (Messrs. The Anglo-Saxon
Oil Co.), the launch of the Holzap/el I. (Messrs.
Holzapfel), and the placing of the order for a large
cargo-vessel with Messrs. Barclay, Curie & Co. to be fitted
with oil engines in association with a Danish hrm, whose
extended experience in this class of engine bids fair to crown
the venture with success, have brought vividly before us
the advances being made by the explosive engine in com-
petition with the steam engine for larger types of vessels, as
it has been for the smaller types during recent years, and
steadily gaining in favour. The new launch for Messrs.
Smith's Dry Dock Co., at Middlesbrough, fitted with reversible
crude-oil engines of about 40 B.H.P. , further accentuates
the position by bringing the use of this class of machinery
directly under the observation of the firm's customers on
the Tees. The Toiler, by Messrs. Swan & Hunter, Newcastle,
for Canadian owners, is another added to the list. The
veiled reference made in our February issue may now be
stated as due to the order recently given by the Marquis
of Graham for a yacht about 80 ft. long to be fitted with
reversible oil engines of about 100 B.H.P. This vessel
promises to be a very fine example of her class, according
to the design of Messrs. Beardmore, both in respect to accom-
modation and fittings. The development of the gas engine,
whether the base of the fuel be oil or coal, has been due to
a greater extent to Continental than British firms, and the
reproach cast upon the latter bids fair to be removed soon.
The advantages of the crude-oil engine for smaU craft, canal
and other barges, are undoubted, and have been recognised
for several years where canal traffic is extensive, and to this
have been largely due the development and improvements
which have sprung from experience. The intense interest
taken by marine engineers in the progress of the explosive
engine and the papers which have been read on the subject
have tended to familiarise the rising generation of engineers
with the points for discussion and the details of the machinery,
and where these differ from the more familiar steam drive.
The magnetic and the electric transmission gear have also been
discussed, and the launch of the Electric Arc on the waters of
the Clyde, to be fitted by Messrs. Mavor & Coulson, Glasgow,
will be a good object lesson in connection with the electric
gear. A good counter for the e-xplosive engine is a desirable
instrument in the outfit, and Messrs. Schaffer & Budenberg
are the makers of one, the Graham twin-gas-engine counter,
which is claimed to be rehable and good. One counter
indicates the number of compressions, the other indicates
the explosions, thus recording the number of revolutions.
There are many enquiries in the market for small craft to
be fitted with explosive engines, and the question of auxiliary
power for warpuig, hoisting and the usual deck machinery
is one which is much discussed. The electric winch, windlass,
and steering gear, do not appeal to the average enquirer
as quite desirable ; the element of cost is a consideration of
no mean moment, and the adoption of compressed air has
been weighed in the balance. The E.xhibition now advancing,
in regard to proposed arrangement, promises to be an excellent
medium for showing under test the various types of deck
machinery as well as of the prime movers, and we look
forward to seeing a good selection of such, when the Exhibition
is opened on the north-east coast.
It may here be noted that the London County Council
has ordered a direct reversing Diesel engine of 100 J3.H.P. for
<lepartmental work on the river. This, with the new launch
for the Missions to Seamen, fitted with Beardmore oilengine of
75 B.H.P., will give two interesting vessels to the Thames.
The discussion on auxiliary-powered vessels has been favour-
able to the minds of many owners and prospective owners,
and the yacht Phantonie is now being installed with heavy
oil engines by Messrs. Bragil, Straker & Co., Bristol, the set
being among the largest made by this firm. The yacht is
in the hands of Messrs. Camper & Nicholson, Gosport, and
there are several points in the details which, among those
who know the work of this firm, lend additional interest to
the outfitting. Other auxiliary-powered vessels are the
Trinity House pilot cutters on the Harwich and Isle of Wight
stations. These have, from what we can gather, proved
both convenient and handy boats for their purpose, and may
lead to further extension round the coasts. The wakening
up of builders and owners and the impetus given to the gas-
engined vessel and its possibilities in many directions of
traffic have shown that the makers in this country were but
awaiting their opportunity to meet the market, indeed many
have been competing favourably with Continental makers,
a fact which ought to be generally known, as many orders have
been placed on the Continent which might have been equally
well executed in Britain by means of enterprise and fuller
enquiry. Possibly the area of enquiry has been too narrow
and well-known Continental makers have been kept in closer
touch with the market. Should this be so, opportunities
should be taken advantage of to reverse the policy.
INSTITUTE OF MARINE ENGINEERS
(INCORPORATED).
Marine Boiler Repairs.
AT the Institute of Marine Engineers on Monday. February
Oth, a paper was read by Mr. James Innes (Member)
on " Marine Boiler Repairs." Mr. John McLaren
(Member of Council) presided.
In the course of a very full treatment of the subject, the
author described numerous cases of boiler troubles and the
best methods to be adopted in remedying them, a few of
which might be mentioned.
Boiler Shells. In cases where the end plates are flanged
outwards for the purpose of hydrauUc riveting to the shell,
it is not uncommon to find considerable corrosion through
leaky rivets. At an early stage this defect can be overcome
if the rivets are cut out and the holes countersunk on both
sides and re-riveted. Where this is not done and the seam
is neglected, the shell and end plates will require patching,
a most difficult and unsatisfactory job.
End Pl.\tes. Front plates in the steam space are some-
times found considerably corroded at and above the normal
water line. This action can be stopped by making a clear
air space between the uptake and the front top plate, and
where such space exists by keeping it clean. When, how-
ever, the corrosion has gone so far that it is necessary to deal
with it, riveted washers should be fitted to each stay outside,
or a continuous doubUng plate or strip riveted on outside,
taking all the stavs. In cases of grooving and cracking of
the furnace front plate flange to which the furnace is
riveted, the front plate may be renewed, which means a re-
newal of the furnaces, or a repair may be effected by cutting
out the rivets in way of the crack in the furnace connection
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
291
to flange, and if the front plate is fitted on the inside of the
front tube i)latc. to cut out the rivets connecting them to-
gether for a distance equal to the length of the proposed
patch. The crack should then be studded at each end, a
flanged angle plate about V in. thick should be carefully
fitted and bedded close on the inside, taking in the seam of the
tube plate and furnace rivets, also a number of tack rivets
through same here and there. After the angle patch has
been riveted and caulked, it should be forced with red lead
bv means of a pump.
'Furn.\cfs. Corrosion along the firebar line is more a
question of treatment than of design or circulation. To
avoid corrosion, if this part is kept well scaled and cleaned,
and the water kept as free from acid as possible, it will not
exist. In cases where it does exist soda should be used, and
zinc plates should be hung on studs where the corrosion is
worst, not intermittently, as is so often done, but continu-
ously until the corrosion is removed. The cracking of fur-
naces is in everv case due to the accumulation of scale. To
The late Mr. Duncan Robertson.
repair a crack, it is usual, in the case of a corrugated furnace,
to lock-stud it. This method of repair is at best only a
temporary one, as it is necessary to renew the studs very
often. When local distortion or a bulge forms on the
furnace, it is almost better not to interfere with it other than
to keep it clean. Girders are sometimes fitted with a bolt
through the bottom of the bulge, but usually this only makes
the bulge worse than before.
Tube Pirates. When a tube plate cracks between two
tubes in the nest of tubes, the plate should be cut through
and a piece dovetailed in and clenched over on each side ;
the tube holes should then be filed out, and two new tubes
(stay tubes for preference) fitted. The crack should not be
" lock-studded," nor should a spectacle plate be fitted on
the fire side.
Other points treated by the author were combustion
chambers, stays and boiler accidents generally.
In opening the short discussion which followed, Mr. H.
Ruck-Keene remarked that repairs to end plates, where
grooving or cracking occurred, were effectively carried out
by the o.xy-acetylene process of welding. He supported
the author's statement with regard to the damage caused by
chipping and caulking leaky seams in the combustion cham-
ber. Mr. J. T. Milton emphasized the fact that most of the
breakdowns enumerated by the author could be avoided by
keeping the boilers clean. With regard to the screw stays
he thought it more generally the case that the stays were
wrongly made than that the taps were incorrect, .'\niong
other points he mentioned that all nuts exposed to the fire
should be solid and not welded. Mr. W. Walker remarked
upon the inefficiency of filters generally in keeping oil out of
the boilers, and the danger of badly fitting manhole doors.
He mentioned a case where a repair along the line of the
fire-bars had been repaired very satisfactorily by means of
the oxy-acetylene process. Mr. Innes briefly replied to the
points raised, after which the discussion was adjourned.
The meeting concluded with a hearty vote of thanks to
Mr. Innes.
OBITUARY.
DUNCAN ROBERTSON.
BY the death of Mr. Duncan Robertson, chief
surveyor in Scotland for the Bureau Veritas
Register of Shipping, Glasgow and the Clyde
have lost one who for the greater part of his lifetime
was closely associated with Clyde shipbuilding and
shipping, and who was very widely known and
respected in all the shipbuilding and engineering
establishments of the district. His demise, in his
seventy-second year, occurred somewhat suddenly on
February 7th, at his residence, Baldroma, Ibro.x,
Glasgow. Mr. Robertson was a native of Greenock,
where he was born in 1839, and was the eldest son of
Mr. John Robertson, of Messrs. John Robertson and
Co., at one time shipbuilders at that port. He was
educated at Greenock Academy and the Highlanders'
Academy, and served his apprenticeship to ship-
building in the yard of Messrs. Caird & Co. When
his father started business as a shipbuilder, young
Mr. Robertson became manager of the yard. I-'oUow-
ing upon the closing of the establishment about 1)569,
and a short period of association with several other
Clyde yards, he received the appointment of surveyor
to the Liverpool Underwriters Registry, first at
Liverpool, afterwards at Hull and Sunderland, and
latterly as chief surveyor in the Clyde district. When
the Liverpool Registry was absorbed by Lloyd's
Register in 1S85, Mr. Robertson became manager of
the London and Glasgow Shipbuilding Company's
yard at Govan, where he remained until he joined the
Bureau Veritas, in 1890, as chief surveyor for Scot-
land, with headquarters in Glasgow. In the earlier
part of his professional career he practised as a con-
sulting naval architect, and was responsible for the
design and construction of a number of vessels, notable
amongst which were the Kintyre (built under his own
snpervision in his father's yard at Greenock), the
Kinloch and other screw steamers of the Campbeltown
Steam Packet Company. He was a member of the
Institution of Naval Architects, of the Institution of
Engineers and Shipbuilders in Scotland and of
L'Association Technique Maritime, Paris.
Institute of Marine Engineers. — Owing to the length-
ened absence of Mr. Reddaway in Russia, the presentation
to be made to him of the gold emblem of New Zealand by
Sir Wm. Hall Jones, the High Commissioner, has been post-
poned till April.
292
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
REFRIGERATING APPARATUS FOR
MARINE TRANSPORT,
[Continued liom page 261.]
Forms of Refrigerating Apparatus.
As mentioned before, the office of the refrigerating apparatus
employed is to transport the heat that is in the produce in
the cold chamber, and that leaks through the walls, floor
and roof of the chamber to the water in wliich the ship is
floating. The modus operandi varies, but all are on the loUow-
ing lines. One of three or four substances which lend them-
selves readily to alternate liquefaction and gasification is
alternately liquefied by the apparatus to be described, and
allowed to assume the gaseous condition. As marine en-
gineers know, nearly all substances may assume the gaseous,
the liquid or the solid condition, according to the quantity
of heat delivered to them, and usually according to the pres-
sure to which they are subject. Water is the readiest and
most instructive example of the ability of any substance to
assume the three conditions. Water, when a sufficient
quantity of heat is delivered to it, assumes the form of steam.
On the other hand, if water is deprived of a certain quantity
of heat, it assumes the form of ice. Similarly ammonia,
carbonic acid and sulphurous acid, the three substances most
commonly employed, will, if allowed to expand, and if they can
obtain necessary heat from surrounding objects, pass from
the liquid to the gaseous condition. If, after having expanded
to the gaseous condition, they are compressed and are de-
prived of the latent heat of gasification, they will again
assume the liquid state.
There are two forms of apparatus in which ammonia is
alternately liquefied and made to assume the gaseous condi-
tion, VIZ., what is termed the " .Absorption System," and what
IS known as the " Compression System." Carbonic acid
and sulphurous acid are only employed with the compression
system. Ether also is employed to a small extent with the
compression system, principally in India.
The Compression System.
The compression system is the one most commonly em-
ployed in the large number of refrigerating plant in use in
different parts of the world, but the absorption system, which
was earliest on the market, but which has been displaced up
till very recently by the compression system, is gradually
coming to the front again.
In the compression system, as its name implies, the impor-
tant part of the apparatus is a compressor. It is really a gas
pump. It is sometimes single acting, and sometimes double
acting. It consists of a metal cylinder, very similar to a
steam cylinder, with a piston travelling to and fro inside.
There are also suction and delivery valves. On one stroke
of the single-acting compressor, gas is drawn into the cylinder,
and on the return stroke it is compressed to a certain figure,
depending, as will be explained later," upon the temperature
of the cooling water, and upon the substance itself. With
double-acting compressors, gas is drawn into the cylinder at
each stroke, and is compressed at each stroke. That is to
say, gas is drawn into the cylinder on one side of the piston
at each stroke, the gas which was drawn in on the opposite
side of the piston being compressed during that stroke, and
the gas which is now drawn in being compressed on the
return stroke. In the compression system, in addition to
the compressor, there is a condenser, usually a receiver, and
an evaporator. The whole system forms a closed circuit,
just like an electric circuit, but with the important difference
that the circuit is never opened. It is of the utmost im-
portance that air should not leak into the system, and that
the refrigerant, ammonia, carbonic acid or sulphurous acid,
should not leak out. The troubles that are met with in
handling refrigerating plant are due in a great many instances
to leaky joints or leaky glands. Fig. 4 is a diagram showing
the arrangement of the compression system.
The Condenser.
The condenser is very similar in arrangement to the surface
condenser with which marine engineers will be familiar. In
a favourite form, there is a tank, which may be cylindrical
or which may have any other form that is convenient, and a
coil of pipe is placed in the tank. The tank is filled with cool-
ing water, kept constantly in circulation by the aid of a pump
in the usual way, and the gas which has been compressed in
the compressor cylinder passes through the pipes, and is
cooled to the liquid condition. In Figs. 5 and 6 two forms
of the usual submerged condenser are shown. In these, it will
be observed, agitators are employed to distribute the cooling
effect. On shore, another form of condenser is gradually
coming into use more and more, and there may be cases on
CONOCNSCR
EViPOHATDR
Fig. 4
board ship in which it could be employed. It is termed the
" Evaporative " condenser, from the fact that it operates
through the evaporation of a certain amount of the cooling
water, in place of entirely through direct conduction of heat
from the condenser pipes to the circulating water. In the
MR OUTLE'T
BRINE INLET
Fig. 5
evaporative condenser there is a grid of pipes, fixed in any
convenient position. On shore, they are fixed on the side of
a building, or on the top of a l^uilding as favourite positions.
There is a trough below the lowest pipe of thejgrid, and one
or more perforated pipes above the upper pipe of the grid.
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
293
The cooling water is pumped into the 'perforated pipe, and
passes out through the perforations, in fine drops, which
trickle down over the surfaces of the pipes in the grid. Where
it is possible, the surfaces of the pipes are exposed to a current
of air. The cooling of the gas to the liquid condition is effected
by the direct conductive action, the direct conduction of heat
from the pipes to the water passing over them, and by the
evaporation of a small portion of the cooling water, the latter
being by far the more important operation of the two. The
cooling water falls into the trough below the grid,
and is pumped up again to the perforated pipe above the grid,
the waste due to evaporation being made good from a reser-
voir. In the case of board ship work, where sea water is used
for cooling purposes, the great difficulty in connection with
the use of an evaporative condenser would be the deposit
of salt upon the surfaces of the condenser pipes. Salt,
especially in the finely divided state in which it is deposited
under such conditions, offers a considerable resistance to the
passage of heat through it, and hence unless the pipes are
kept clean, the efficiency of the condenser would quickly
deteriorate. On the other hand, where there is a good
system of ventilation, and particularly where a hot engine-
room is ventilated by the aid of fans, if an evaporative con-
denser could be placed in the path of the exhaust air. it would
COLD VS/ATCR
probably be very efficient. The cooling effect of,?the con-
denser depends directly upon the quantity of water that is
evaporated in any given time, and this again depends upon
the temperature of the air passing over the condenser pipes,
and upon the percentage to which the air is saturated with
moisture. The capacity of air for absorbing moisture in-
creases very rapidly, especially at comparatively high tem-
peratures, such as would rule with air coming from the
engine-room. The use of an evaporative condenser, there-
fore, may be worth considering.
When there is a receiver the condensed liquid passes from
the condenser into it. The receiver is merely a cylinder
arranged to hold the condenser liquid, and with a gauge on
its front showing the quantity of liquid present.
[To be continued.}
MARINE STEAM ENGINE VALVE GEAR.
(From a Correspondent.)
THE three usual prime movers for the propulsion
ot ships are the steam engine, the steam turbine
and the internal combustion engine. Of these
the latter has been successfully employed for smaller
vessels. As soon, however, as great safety of working
becomes necessary, as in the case of vessels for long
voyages, the steam engine, with its large store of
power in the boilers, its lower pressure in the engine,
the comparatively simple valve gear, will, so far as
absolute reliability is concerned, take a front rank.
Some few years ago, when the steam turbine first
entered the field as a serious competitor to the piston
The Cold Storage and Ice Association. — At the Royal
Society of Arts, John Street. Adelphi, W.C, on the 28th
February, a paper on a subject intimately connected with
many of the problems of the industry — " Thermometry in
its application to the carriage and storage of refrigerated
produce " — was read by Mr. Fredk. Simpson, C.E., A.M.I.C.E.
Mueller's Patent Drop-X'alve Gear for Marine Engines.
engine, it was thought that the last days of the piston
engine had come. Accordingly almost every impor-
tant firm of marine engine builders commenced to
direct their attention to the construction of steam
turbines. But only very few of the turbines thus
made have come up to the makers' and owners'
expectations ; and to-day even the most successful
of turbine builders will, if they are to express
their unbiassed opinion, admit that the victory of the
turbine over the reciprocating engine is still very
distant.
Both have their advantages and disadvantages, and
it will always depend upon the specific conditions to
be dealt with to decide which, of the two is likely to
work more economically. However, while the steam
turbine gradually gained a footing, the piston engine
has not by any means stood still ; and it may be
294
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
safely asserted that, with the exception of warships,
where small space, particularly height, is of paramount
importance, the piston engine is, not only not excelled,
but is not even equalled, by the steam turbine. Par-
ticular advantages were e.xpected of the steam tur-
bine, owing to its high number of revolutions, in all
cases where direct coupling to the driving machinery
was practicable, such as in the generation of electricity
and in marine practice. But at the beginning no
appreciable saving of fuel could be shown by re-
placing the piston engine by turbines. There are thus,
with the exception of the small space required, scarcely
any advantages upon which the successful future of
the turbine can be based, unless the problem of suit-
ably transmitting the power of the turbine to the pro-
peller shaft be satisfactorily solved, permitting at
the same time of a variation of the direction of rotation.
For, as is well known, the high speed materially
decreases the efficiency of the propeller. Another
serious drawback attached to the turbine is that at
half-load it consumes considerably more steam than
the reciprocating engine under similar conditions, and
that it only attains a high efficiency when running
under full load.
The weapon with which the piston steam engine
has successfully beaten the turbine is the application
in marine-engine practice of superheated steam, and
in this respect the piston engine will always retain its
superiority, owing to its capability of utilizing the falls
of temperature, a feature which belongs to the piston
engine alone ; and, however perfect its design may be,
this special feature can never belong to the turbine.
To-day a large number of small and large vessels
are worked by superheated steam. The first engines
so operated were fitted with piston valves which gave
good results at the low degrees of superheat then used.
Experience has shown, however, that the most
economical and dependable working is obtained by
superheated steam engines fitted with valve gears.
Although both the piston valve and the valve form a
truly round body, the expansion of which when heated
is uniform, they have the drawback that the surfaces
slide on one another. The friction thus caused may
be reduced to a minimum with piston valves without
packing rings, but their perfect steam tightness is
invariably of a short duration. There are some steam-
engine builders who in such cases pacify the shipowner
by assuring him that the steam passing through the
leakage is by no means lost, but utilized in the low-
pressure cylinder. This, however, is not quite correct,
as the utilization of this steam is an unfavourable
one, and many a shipowner has had the experience
that by replacing his piston valve by a new one the
consumption of coal has suddenly been greatly
reduced.
One of the reasons why the introduction of valve-
gear engines was slower than anticipated was that
most of the valve-gear systems were too complicated
to ensure absolute reliability of working.
One of the most interesting and simplest forms of
valve gear is that of Paul H. Mueller. The illustra-
tion herewith shows the gear for the high-pressure
cylinder of a marine engine of 20J" x 35^" x 4'-8"
diameter and 37V' stroke. For reversing, Stephenson's
link motion is employed.
The prominent features of the Mueller valve gear
as used for marine engines are its exceedingly great
accessibility and compact build. All its parts are in
full view and permit of unobstructed examination
during working. By means of the intermediate lever,
fitted with two rollers, an absolutely concentric pres-
sure upon the valve spindle is obtained, and the lateral
pressure, such as occurs in other systems and results
in a quick wear of the spindle and its guide, is
obviated. Absolute steam tightness of the valve
spindle has thus always been ensured. The arrange-
ment of this lever has furthermore the advantage
that owing to the favourable motion of the valve, as
experience has invariably proved, the working of the
whole valve gear is a very smooth one. The satis-
factory working of the valve gear is moreover
enhanced by the spring, which, absorbing the accele-
ration of the reciprocating masses, acts immediately
against the valve. This spring is located in a separate
casing, whereby absolute safety is ensured even in the
case of a breakage of the spring, which, we understand,
has not occurred so far. It is thus rendered impos-
sible for any parts of the spring, should, through some
cause, a breakage occur, to get into the gearing.
A further important feature of this arrangement is
that the valve spindle and valve are each centred
independently, and that no screwing up with the valve
spindle is necessary. Every single part of the gear is
guided by itself, so that no jamming owing to unequal
expansion through heat can take place, and a positive
and sure action of the valve is secured.
The valve gear gives very ample sections, which,
particularly with the usual cylinder charges, exceed
i those of a slide valve. Altogether Mueller's valve
i gear embodies all the improvements suggested by
many years' experience, and constitutes a simple, most
reliable and durable valve-motion mechanism. By
reason of the absolute safety of working, even with
highly-superheated steam, engines fitted with this
valve gear are sure to greatly extend the use of the
fuel-saving working with superheated steam on vessels
of all descriptions.
Further information as to this valve gear will be
supplied on application to Mr. O. N. Beck, of 11,
Queen Victoria Street, London, E.G.
THE HISTORY AND PRACTICE OF
LUBRICATION IN MARINE ENGINES.*
By Mr. J. Veiich Wilson.
[Continued from Page 264.]
IT may interest you to have a brief description of the
leading processes involved in the manufacture of shale oil
and I have with me two illustrations and a few samples
which will help you to realize this. In the case of the Brox-
burn Oil Co., the works are situated at the base of a gently
rising hill. Unhke the ordinary coal or shale pits in other
parts of the country, the Broxburn mines are approached
by inclined planes, technically and locally referred to as
" ingaun-ees " which enter the hill side on the level of the
shale, whence it is brought from the mines in trains of waggons
operated by an endless rope. The shale comes to the sur-
face in large blocks and the first process is to reduce these
blocks to small pieces not exceeding in size those which
I now show you. as it is desirable that the largest possible
suilace in relation to the weight of the shale should be ex-
po.sed to the action of heat in the retort. The shale is broken
j * Read at the Institute of Marine Engineers on 19th of
I December, 1910. Chairman, Mr. James Adamson, Hon. Sec.
.March, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
295
by ordinary stone-crushing machinery, on leaving which it
drops into small waggons which, by an endless chain, are
drawn to a platform at the top of the retorts. Many forms
of retorts of as many different shapes have been used for the
distillation of shale. The earher retorts were generally similar
to those used for the production of gas and were built in ovens
in the same manner as gas retorts. This involved the use of
coal to heat the retorts and generally called for the con-
sumption of about 5 cwt. of coal to a ton of shale. It was,
moreover, fovmd that while in the production of gas one
constant temperature alone is required, the extraction of
the different volatile constituents of shale called for the
use of different and carefully graduated temperatures. Time
does not permit me to describe to you in detail the many
changes and modifications which were introduced to effect
this, but I shall describe to you the Henderson, which is
probably the latest and most efficient now in use.
The Henderson retort is a composite structure measuring
63 feet from ground level to the top of the feeding hopper,
:4 feet of the upper portion is of cast iron resting upon a
firebrick portion of 20 feet in height, the rest of the total
height bemg accounted for by the hopper and the charging
gear at the top and a lofty chamber below for the reception
of the spent shale. By arrangements, to which I shall subse-
quently refer, the temperature of these retorts is so regulated
as to give the lowest temperature, say, from 800 to i,ooo°F.,
at the top, a temperature of 1,400 to i,500°F. about the
middle, and a temperature of 1,800 to 2,ooo°F. in the lower
section of the retort, this latter temperature being equivalent
to that at which gas retorts are usually worked. Each of
these retorts contains a charge of 16 tons, which passes slowly
downwards through the different zones of temperature at the
rate of 4 to 4^ tons per diem, and is replaced at the same rate.
When, by means of a single charge of coal the operation of
the retort has been started, no further coal is required, as the
shale passes slowly downwards in a state of incandescence
and the shale at the highest temperature is discharged at
the bottom, the hot gases passing upwards from the charge
together with superheated steam serving to ignite and to
distill fresh shale. This action is promoted by the return
of incondensible gas from the condensers to the bottom
of the retort, where it is consumed as fuel. The shale, enter-
ing the relatively cool zone at the top of the retort, encounters
the lowest temperature which, as we have already seen, may
be from 800 to i,ooo''F. and gives off the lighter products
viz., spirit and light oil. Passing downwards to the central
section it is exposed to a temperature of 1,400 to 1,500°
and yields heavier lamp oil. lubricating oil and paraffin wax
Continuing its downward progress it enters the lowest section,
which is maintained at a temperature of 1.800 to 2,000° Fahr.,
approaching that attained in gas making as, at this stage of
the process, the results sought for are akin to those required
in gas production. At this latter stage, an interesting
chemical and economic action occurs. In operating these
retorts it is customary to introduce a continuous current
of steam, part of which passes upwards unchanged through
the retort and promotes the removal of the hydrocarbon
gases as soon as they are formed, while part is resolved into
its elements, oxygen and hydrogen. The former, oxygen,
unites with the residue of carbon still present in the shale
and forms carbonic oxide gas while the latter, hydrogen,
combines with the nitrogen of the shale and forms ammonia.
After leaving the retort all the gaseous products pass through
stacks of vertical iron pipes in which the steam and the
heavier oil and ammonia gases are condensed and drawn off.
while the lighter gases are conveyed to coke towers in which
they meet a continually descending shower of water and oil
which condenses the remainder of the ammonia and naphtha,
from which petrol is produced, the remaining incondensible
portion being, as I have already said, conveyed by huge
pipes to the combustion chambers under the retorts. The
lightest spirits are refined by distillation, by steam heat and
by washing with sulphuric acid and soda to remove the
smell. The heavier portions of the oil containing lamp oil,
lubricating oil and paral'fin are transferred to a battery of
boiler-shaped stills. The battery comprises, ist, a central
still to receive the crude oil ; 2nd, on each side a heavier
oil still, and 3rd, beyond the.se two, coking stills for the
heaviest oil. The process is, the crude oil enters the central
still, in which it is subjected to a current of steam and moderate
heat sufficient to volatilize and carry off the lighter fractions,
including a small percentage of spirit and the burning oil,
while the heavier oil, by reason of its heavier S.G.. sinks
to the bottom of the still, whence it flows by a pipe into
the next still, in which it is dehvered on a level with the
surface of its contents, conveyed by pipes to the two adjoin-
ing stills from which, by higher temperature, the inter-
mediate oils are distilled off, the residue being carried by
pipes to the coking stills which are maintained at a tempera-
ture sufficiently high to carry oS the lubricating oil and the
paraffin wax, while the final residue is reduced to coke.
The various distillates are collected in separate tanks, from
which they are transferred to washing vessels allotted to
each. In the first of these the oils are agitated with sul-
phuric acid to remove the tarry matter which they contain,
and thence to other washing vessels in which they are agitated
with caustic soda to neutralize the trace of sulphuric acid
which remains after the first process and to remove other
tars. The operations of distillation and washing may have
to be repeated several times. The heavy oil from the last
distillation, which contains the lubricating oil and paraffin,
is exposed to cold, which causes the paraffin to crystallize
and the mass is then forced through filter presses which
separate the oil from the wax. The oil is refined by treat-
ment with sulphuric acid and soda, as I have already de-
scribed, while the wax is placed in hu.ge shallow trays, tier
above tier, or in large vertical cylinders in a house specially
constructed for their reception and subjected to moderate
heat, which causes the remaining oil to drain off and leaves
the refined paraffin, of which this is a sample, ready for
candle making. The ammonia water is placed in suitable
stills to which heat is applied, the ammonia gas, which is
distilled from the water, is conducted by pipes to lead-lined
tanks containing sulphuric acid under the surface of which
the gas is discharged through perforated lead pipes, the
ammonia gas combines with the sulphuric acid and forms
a solution of sulphate of ammonia and is allowed to settle.
This is then transferred to evaporating tanks in which the
water is removed and commercial sulphate of ammonia,
represented by this sample, and forming a valuable manure,
is produced.
I have no information, and I fear that no record exists,
regarding the lubricants used, or the methods adopted for
applying these on board early steamers of the opening
decades of the nineteenth century. I think, however, that,
from our knowledge of the materials which were then avail-
able and from some traditions regarding land practice which
have come down to us, we may safely assume that for cylin-
ders they used suet or tallow which was kept in a kettle on
the top of the cylinder and introduced intermittently through
a grease cup on the cylinder head. .As for the bearings,
I fancy that sweet oil of some kind would be used. By
" sweet " oil, olive oil or some similar refined oil is generally
referred to in contradistinction to the malodorous whale
or " train " oil. How whale oil should have got this name
often puzzled me, but. without claiming to be an ety-
mologist. I think that I am warranted in suggesting that it
is derived from the German word " Thran," which means
" train-oil " or " blubber." The method of application
would probably be through oil boxes or cups fitted with
syphons, and I imagine that much of the work and respon-
sibility would devolve upon the engineer himself. I made
my first acquaintance with marine engines in the early
" fifties." when my parents went to reside in Greenock, and
I had the opportunity of making occasional trips on Clyde
steamers to the Gareloch or Dunoon or even to Rothesay.
We boys rather fancied ourselves as experts in these days
and were prepared to discuss, on occasion, the merits of all
types of engine, " steeple," " diagonal " or " oscillators."
On our little sails we watched the engineers as they per-
formed their many duties and we used to be thrilled with
excitement when, while the engines were heaving and rocking,
we saw the engineers creeping and crawling about the moving
machinery, hanging on to a rail here, dodging a crank or a
rod there and, between times, bestowing a few drops of
oil upon the crank pin or on the guides or on the rising and
falling levers. We hardly knew whether to admire more
their skill or their bravery.
And now, leaving these pleasant reminiscences, let us
consider the conditions which occur in a steamship of the
present day in regard to lubrication and the nature of the
materials required to meet these. Let us begin with the
cylinders. In the early days of which we have spoken,
pressures were little above atmospheric, but, with extending
296
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 191 i.
knowledge of the properties of heat and with improvements
in construction, pressures and temperatures were steadily
raised, and when I was first practically interested in the
subject I found pressures of about 50 to 60 lbs. were in
common use and tallow the common lubricant. Trouble
was encountered, cyhnders were corroded, cotters and bolts
were eaten away, but no one seemed to suspect that tallow
was the culprit. By and by, as the chemistry of facts became
better understood, oil manufacturers and cliemists were
able to show engineers that they were carrying on in their
steam cylinders the same process, although in a feeble manner,
that candle manufacturers practised on a larger and more
eflfective scale for the production of material for candle
making. The active principle in each case is the same.
Fats, when exposed to the action of heat and steam are de-
composed and produce fatty acids and glycerin. With the
ordinary engine cylinder you are all familiar. The stearine
manufacturer calls his cylinder an " autoclave." It is from
S to 10 feet in length by about 3 feet in diameter, and has
hemispherical ends and deals with a couple of tons of fat
at a time. It is made of copper, strongly built and double
riveted, tested to a pressure of two to three hundred lbs.
and works at a pressure of about 1 20 lbs. , equal to about
350°F. A little lime is introduced to promote the process,
but the results could be attained without this, so you see
that your cylinders are to all intents and purposes autoclaves
and calcul.ated to produce the same results. These products
are beautifully clean and clear because care is taken to
avoid contamination, yours are black and dirty because
they get mixed with metal eaten off the cylinders and abraded
metal and with primings, but if you separate the fat from
the dirt and metal you will find that it has all been converted
into fatty acids.
Before saying more about the use of oils in marine engine
cylinders, I shall take tlie liberty of directing your attention
briefly to the lubrication of the cyUnders of land engines
which present a greater variety of conditions. For our
purposes we must consider land engines — ist, as single or
compound ; 2nd, as vertical or horizontal ; 3rd, as spray
or surface condensers ; 4th. as to the destination of the water
of condensation. The question of sini^lc or compound is
interesting as indicating wliether high or low-pressure steam
is used. The type vertical or horizontal affords a clue to the
amount of friction to be overcome, since it is evident that,
in a horizontal engine, there must be more friction from the
weight of the piston on the lower side of the cylinder than in a
vertical engine in which the pressure on the cylinder walls
IS only that due to the tension of the rings. It is better,
therefore, when no other consideration forbids, to use an oil
containing a little fat in horizontal cylinders, although a pure
hydrocarbon is usually sufficient for verticals. The system
adopted for condensation is important in respect to the action
of the lubricant upon the condenser tubes and the boiler
flues. When a spray condenser is used the water of con-
densation is largely diluted and is passed into a pond or
storage tank in which the oil rises to the surface and pure
water is drawn off for the boiler, but in the case of a surface
condenser all the water of condensation, with all the oil
carried over from the cylinder, is returned to the boiler.
In this latter case only pure hydrocarbon oils are permissible.
My advice to land engineers, therefore, invariably is to use
compound oils in all horizontal cylinders and, by preference,
in verticals when necessary, provided in each case surface
condensers are not in use. But while the lubricants may be
the origin of deposits and the cause of corrosion in cylinders
the lubricants are not to be held solely or even primarily
responsible for the trouble arising from these sources, which
may be largely due to faulty construction or to the material
used m the engine itself. Faulty construction includes
imperfect arrangements, for the exhaust by which the material
used for lubrication is allowed to accumulate in the cylinder,
producing balls and attacking the cylinder itself. Faulty
construction also includes the use of long vertical pipes
which collect the atomized lubricant and permit it to find
its way back into the cylinder. I remember a case of this
kind in the North where friends of mine were troubled by
deposits in their cylinders and asked me to have a look at
them. On doing this I found a compound horizontal engine
with an exhaust pipe rising 8 or 10 feet vertically to an oil
separator filled with chains to catch oil and prevent it from
getting into the boiler. But my friends had overlooked the
fact that the vertical pipe was in part doing the duty of the
separator and returning much of the oil to the cylinder.
I had a similar case a few years ago not a hundred miles from
where we now stand. In that case my friends had a large
air pump exhausting into the atmosphere through a pipe of
ample dimensions rising vertically about 12 or 15 feet, which
served as a sort of economizer and returned to the pump
the oil which it collected on its sides. I referred also to the
metal, of which the cylinders were made, as a contributary
factor in the trouble encountered in these. I was much
perplexed in my early days by the fact that I found cases
in which tallow was used with perfect satisfaction, while in
other cases, and apparently under practically identical
conditions, it caused endless trouble. The first light which
I had on this problem was given to me by an old gentleman
who was manager of a large steel works in Sheffield. This
gentleman had under his charge about 100 engines of various
sizes and told me that, while tallow was used in all these
cylinders, some of them had run without trouble all the time
that they had been under his charge, while others had re-
quired repairs or new cylinders several times. "Now," he said,
" the tallow was the same and the water was the same, and
what do you make of that ? " And as the only possibly reply I
said " metal." " Right you are." said he. So I added some-
thing to my stock of information. I hope, therefore, that if
and when you should unfortunately have troubles from
deposits you will not hold the oil wholly and solely responsible
for these.
There is one other hint which I should like to offer you
with regard to the action of fatty acids upon metal, it is this.
The chemical action of these acids takes time, and if you
prevent deposits you prevent corrosion. This object may
be attained in various ways — ist, mechanically, by seeing
that the exhaust thoroughly clears the cylinder at every
stroke : 2nd, by using a lubricant in which hydrocarbons
largely predominate and the percentage of fatty material
is reduced to the lowest quantity consistent with efficiency.
In addition to the troubles arising from deposits in cylinders,
condensers and boilers in land engines, I find that in marine
engines there is another trouble, viz., "pitting," usually
attributed to the galvanic action set up between the water
and the plates. I understand that two methods are adopted
for the prevention of "pitting;" one is the introduction,
either in a solid or a liquid form, of zinc, which, being more
amenable to galvanic action, attracts it to itself and saves
the plates. The other method is by permitting the forma-
tion of a thin film of scale on the plates to protect them
from the galvanic action. Possibly a film of oil over the plates
might be equally effective, but this does not seem to have
commended itself to marine engineers. Both kinds of film
are open to objection in respect that they are non-conductors,
scale probably to a greater extent than oil, and entail risk
of overheating with the dangers which that involves. How-
ever, on the sound principle that, of alternative evils it is
better to choose the less. I understand that marine engineers
prefer a thin coating of scale to a film of oil on the plates of
the flues, and that, moreover, as the presence of oil is inimical
to the formation of the protective scale, the use of oil of any
kind is barred in marine cylinders. Under these circum-
stances it is unnecessary to devote much time to the con-
sideration of lubricants which are not called for in ordinary
marine practice, but it may be of interest if I give you a brief
description of these oils.
Our best steam cyUnder oils are produced from crude
petroleum. The crude oil is placed in a boiler-shaped still
to which external heat is apphed and the lighter fractions,
spirit and lamp oil, are driven off. Naked superheated steam
is then introduced to the still, the contents of which are
thoroughly searched bv the steam and the heavier fractions,
representing the intermediate and lubricating oils, are re-
moved. The oil is then filtered through some mechanical
medium such as canvas, wire gauze or cotton waste to remove
sand, grit and other impurities. This gives us the natural
or dark cylinder oil of commerce, as per the sample now
submitted! These " natural " cylinder oils are very largely
used and generally give satisfaction, but there are manv
cases in which thev fail to do so, and I shall call your attention
to what I regard as the reason for this and the cure. You
will remember that in the early references to these oils which
I quoted, they are spoken of as " tar, pitch, bitumenn," and
sometimes as " slime," and that in the early patents for the
distillation of " rock or coal." the products are described
as " tarr, pitch or oyle," which shows that their bituminous
March, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
297
character was generally recognised. In proof of their bitu-
minous nature it is found that, by distillation, the valuable
oils may b( extracted, leaving the pitch behnid as a heavy
liquid residue in the still. This pitchy resi(lu'> is again
subjected to distillation at higher temi>eratures and yields
lubricating oils and paraffin wax, leaving in the still a hard,
dry honeycomb coke, equal to about one-fourth to one-third
of the original residuum or about five to ten per cent of the
original crude petroleum. Now, m producing natural
cylinder oils, by the process which I have described above.
no provision is made for the removal of this carbon or coke,
which is not a separate material distributed through the oil,
but is one of the elementary constituents of the oil itself.
It may, however, be eliminated by one of two methods : ist,
by distillation, but the distillate, 'although greatly improved
ill appearance and quality and well adapted for use on hght
machinery, is deficient m body and unsuitable for use in steam
cylinders. 2iid, by tiltration through animal charcoal,
which is always effected at a high temperature and is fre-
quently promoted by dissolving the oil in some oil or spirit
which is removed bv distillation after filtration has been
finished. By this process we obtain oils of the vaseline
class, which are generally described as " charcoal filtered
or refined " These oils are lower in gravity and in body than
the " natural " oils, but as this change is due to the with-
drawal of bitumen, which cannot be regarded as a lubricant,
their value is not impaired, wliile their efficiency is increased
by the greater facility with which they permeate steam and
the greater readiness with which they spread themselves
over hot surfaces. I think that you will agree with me that
these charcoal refined oils from which the tar has been ex-
tracted are less likely to leave deposits in cyUnder.s than those
oils in which the tar is still present. I must in fairness say
that in many cases these " natural " oils are used with perfect
satisfaction probably in cylinders which have an effective
scavenging action.
Let us now consider briefly the lubrication of the other
parts of the marine engine. Forty or fifty years ago. as I
have said, tallow and suet were commonly used for internal
lubrication, and at the same time olive oil, rape oil and,
occasionally, castor oil were used for bearings. I remember
well that in these days the Cunard Company used exclusively
Jamieson's refined engine oil which seemed to be mainly,
if not wholly, pure rape oil. Mineral oil of any kind was
entirely " tabooed," and any oil which showed the charac-
teristic blueish scad of mineral oil was promptly condemned
as " blue billy " The objection was well founded and
reasonable, since, as all the body of rape oil was required for
the work to be done and the body of the best mineral oils was
much below that of rape, it is evident that the addition of
even a small percentage of " mineral " rendered the mixture
unsuitable for its purposes. It happened that in the early
seventies of last century the subject of lubrication was several
times brought before the Philosophical Society of Glasgow
by various members, among whom were Mr, James R, Napier,
the shipbuilder, Mr. R, D. Napier, the engineer, Mr J. J.
Coleman, chemist, and others. In the course of the dis-
cussions which ensued frequent reference was made to the
value of castor oil as a lubricant, especially in warm climates,
and although it was und'-rstood that castor oil would not
blend with mineral oil, I was induced to undertake a series
of experiments to see whether the difficulty could be over-
come. As the result oJ my somewhat unscientific endeavours
I actually found a method of attaining the object which I
had in view and was able to produce compound oils contain-
ing mineral which had body equal to or greater than the
standard rape oil. I got my new oil tried by several shipping
friends with perfectly satisfactory results, but still their blue
scad was against me, and it was long ere I managed to over-
come this prejudice, although I ultimately succeeded in doing
this and got my oil accepted as a standard marine engine oil.
One incident I remember with amusement. I had had the oil
tried on some of the Burns' channel boats and got a good
report. So I approached Captain Duncan, who was then
storekeeper, for an order, but was told that, although the oil
was very good, it would not suit them. I was astonished
and asked for an explanation, when the good old man said
■' the ile's aw richt, but if I gae thae lads twa iles they'll put
the lamp lie on the bearins and engine ile in the lamps, an'
whaure '11 thae be on a dirty nicht in the Irish Channel ?
I never got that order. By and by a new method of thicken-
ing vegetable oils was introduced. This consisted in blowing
air through rape or cotton seed oil which had the effect of
greatly increasing the body of the oil. The process is similar
to that adopted in rendering linseed oil more drying, and the
result in the case of rape and cotton seed oils was similar,
i.e.. it rendered them more gummy and liable to dry on ma-
chinery. The theorv was that when such oils were mixed
with mineral oil their gumming tendency was neutralized
and a good lubricant was produced at a moderate price.
I am not so sure of that, but despite these apprehensions of
mine such oils appear now to be almost universally used by
nearly all the great steam shipping companies, I have also
noticed, during the last feiv years, that there is a tendency
to reduce the'proportion of vegetable oil and to compensate
for this by using heavier mineral oil in order to keep the body
up, and with the small respect which I have for these thick-
ened vegetable oils I think that the change is a good one and
will tend to reduce trouble in the engine-room. I should
have liked to say more about the relative merits of fatty oils,
mineral oils and of mixtures of these as lubricants, but time
is short and there are several other matters to which I wish
to call your attention. I will only, however, allow myself
to say that, although I have been, during all my business
career, closely connected with the mineral oil trade, I am
still impressed by the idea that fatty oils have some mys-
terious virtue as lubricants which is not present in mineral
oils. I have designed and have now under construction an
apparatus by which I hope to be able to throw some light
upon this problem, but the machine is not yet ready and I am.
therefore, unable to bring any results before you on this
occasion, although I may perhaps he permitted to do so on
some future date.
For the present, and m order to save your time, I shall
content n»yself by directing your attention to two tables (page
52) in the pamphlet upon " Oil testers and how to use them,"
which was placed in your hands as you entered this room.
The object with which the experiments referred to in this
table were undertaken was to determine what effect the
body or viscosity of an oil had upon the temperature and
frictional resistance developed on a bearing running under
precisely similar conditions. It ought to be recognised
that perhaps the conditions, weight and speed of the journal
were not the most favourable for each oil, or putting it the
other way, that the oils were not those which would have
been chosen in every case for such a bearing. I had no
dynamometer attached to the tester, but I had a slack driving
belt which, to some extent, served the same purpose by
permitting " slip " until the normal working conditions for
each oil had been reached. I was thus enabled to note, ist,
the time taken to attain these conditions, 2nd, the constant
temperature at which these conditions were realized, and
3rd, the number of revolutions made in each case during the
period of test, which was ninety minutes. If you will refer
to this table you will find that the thinnest oil, sperm, took
the shortest tune to develop maximum temperature, main-
tained the lowest constant temperature and gave the greatest
number of revolutions, while castor, the thickest oil of the
lot, exhibited the other extreme in every respect.
Turn next to the table on page 55. It had occurred to
me from consideration of the results shown in the table just
referred to, that there might be some connection between
the temperature at which full speed was attained by each
oil and the body of the oil at that temperature, and the second
series of tests was undertaken to determine this question.
In this table the usual particulars, gravity, flash point and
viscosity at various temperatures are given of each oil.
In addition to these we find columns showing the " normal
working drag and temperature " and the viscosity at working
temperature. The " drag " indicates the amount, in eighths
of an inch, of the deflection of a pendulum from the per-
pendicular. The " working temperature " denotes the
ma.ximum and constant temperature developed by each oil.
The last column is the most interesting and instructive, as it
shows that, despite the great divergence in the bodies of the
oils at normal temperatures, they had all, at their respective
working temperatures, been reduced to approximately the
same viscosity. It, therefore, appears from these experi-
ments, as from those of many other investigators, that the
best oil for any bearing is the thinnest that will keep the
surfaces apart and that thicker oil involves the waste of
energy and of fuel, which may be measured by the higher
temperature developed on the bearing to reduce the oil to
the viscosity appropriate to the work to be done.
298
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, i^ii.
These remarks about " body " naturally raise the question
of the suitable viscosity of oil for marine engines. This in
turn depends upon the size of the engines and the climate
in which they are to be employed. Now, as I think that I
am correct in saying that all steamship shafts are heavy
pieces of goods, that the surface speed may be from 300 to 400
feet per minute and that the temperature of the engine-
room and tunnel is something tropical, it is safe to say that
a heavy oil is generally required. This is confirmed by the
fact that castor oil is largely used and that the samples of
standard oil, which I have received from various quarters,
all possess high viscosity, say. about half that of " castor."
Therefore, it appears to me that, so long as the system of
applying the oil. by pipes or syphon, will pass the oil you
may safely use any good oil with a body of from half to equal
that of " castor."
Turbines. — My remarks have hitherto related to the
reciprocating engine, but, before parting from the steam-
operated engine, we must consider the latest development
of the earliest form of steam motor with which we are ac-
quainted, viz., the turbine, in which the tightly fitting re-
ciprocating piston and the internal friction which it develops
are entirely eliminated. I pointed out, in my earlier re-
marks, that the first steam engines of which we have any
record were turbines, but the idea of a rotary engine never
seems to have been ab.sent from the minds of engineers who
did not fail to recognise the disadvantages of the reciprocating
engine. Watt was among those who sought to improve upon
the piston engine and, in 1782, devised a rotary engine of
which particulars are not before us. He was followed by
Bramah, the inventor of the lock which bears his name, who,
in 1785, took out a patent for what he called a " Hydro-
statical machine and boiler for propelling vessels, carriages,
etc." In this a cylindrical piston, fitted with vanes, re-
volved axially in the cylinder. Subsequently Behrens
(whose date I have not been able to find) designed his
" rotary " engine, in which the form and practice of the
" Root blower " is foreshadowed. But as these machines
depended for their efficiency upon a steam-tight contact
between the rotor and the cylinder, friction was still an
important factor in their operation. In later years we have
seen the introduction of the " Pelton wheel " and the " De
Laval " turbine, in which circumferential friction is avoided,
and in recent years we have the " Parsons " and the " Zoelly "
competing for favour. In these later types internal friction
is entirely eliminated, but new problems and new troubles
arise in connection with the lubrication of the main bearings
or glands which are subject not only to the high temperature
radiating from the casing or trunk, but to that developed
by the enormous speed at which they revolve. Lubrication
is generally effected by means of a force pump which de-
livers a constant stream of oil upon the bearings, whence it
returns to a large tank in which it is cooled by the circulation
through the tank of cold water in pipes.
Despite the utmost care the oil gets frequently mixed
with water either from the condensation of steam from the
glands or, but less probably, from leakage in the water pipes.
The admixture of water causes emulsification and so thickens
the oil as to seriously interfere with the operation of the pump
and may deprive the bearings of the necessary supply of oil,
with disastrous consequences. Under these circumstances
animal and vegetable oils, which are liable to be readily
saponified, must be avoided and only pure hydrocarbon
oils, which arc not saponifiable, may be used. But although,
according to their chemical constitution, hydrocarbon or
mineral oils are not saponifiable, it has been found that many
mineral oils exhibit a strange affinity for water and the
greatest care must be exercised in selecting oils which are as
free from this objection as possible. It would seem natural
to select oil of good body to meet the high temperature of
turbine bearings, but this is not generally done, probably
because thick oils generally have a greater affinity for water
than thin oils. I know of one case in which the engineer
has gone to the other extreme and is using such an oil as I
should recommend for spindles or looms. I suppose that
this is possible because the turbine is new and I should
expect that when the bearings begin to wear, it will be neces-
.sary to adopt a thicker oil. As far as my own experience
goes I have found that the best results are obtained when
good hydrocarbon engine oils, enriched by the addition of a
small percentage of charcoal-refined cylinder oil, are^used,
but as cylinder oils are liable to amalgamate with water the
materials must be carefully selected and the mixture judi-
ciously prepared.
So much for the steam engine as we know it at present.
But I understand, from some papers which I have had the
ple.-isure of listening to in this room, and from other sources
of information, that you are thinking of radical changes in
the form of energy. The first idea which I have in mind , viz. .the
substitution of oil for coal as fuel in raising steam, will not
in any way affect the matter of lubrication and does not
here concern me. Next I understand that you have in con-
templation the substitution of internal combustion for steam
engines, the fuel for the new engines to be derived either
from separate producers or from the direct combustion of
oil in the engine itself, on the principle adopted in one or
other of the well-known oil engines. Now whichever
system you adopt, the gas engine or the oil engine, you will
have entirely to revise your ideas about lubrication, and
although I do not want to frighten you I think that I may
safely say that, if you have to worry about your steam
engines, you are not likely to fall out of practice, for some time,
after you get your " internal combustions " started. The
first thing will be that instead of carefully excluding oil from
the cylinders you will have to be as careful to see that they
are regularly supplied with the proper quantity and quality
of oil. You will next discover that, although it was com-
paratively easy in the case of a steam engine to determine
whether deposits or damage came from the lubricant or
from the steam, it is a more difficult matter to fix responsi-
bility in the case of a gas or oil engine in which the fuel and
the lubricant have the same chemical composition. By way
of helping you to estimate the proportionate responsibility
of fuel and lubricant for trouble in a gas engine, I would
remind you that the relative consumption of these two
articles is about 2 to 3 per cent, of lubricant to 98 or 97 per
cent, of fuel, either as oil or as gas. Therefore, when you find
more than sufficient carbon in your cylinders please remember
that you have introduced upwards of 95 or g6 per cent, of
hydrocarbon as fuel and something less than 5 per cent, or
even 4 per cent, of hydrocarbon as lubricant. You will also
have to do violence to a tradition which you have reasonably
cherished for many years, the tradition that if oil should,
under any exceptional circumstances, be permitted in marine
cylinders it must be pure hydrocarbon. The gas and the
oil engine require fatty oil. I must, in the first place, explain
that the earlier motor engineers. Continental and British,
advocated the use of pure hydrocarbon oils as lubricants in
petrol engines, upon the theory, in which they were supported
by .several eminent cht mists, that fatty oils would be de-
compo.sed by heat, producing fatty solids which would destroy
the cylinder and gummy deposits which would fill it up. Now
let me give you a few facts, ist. The leading makers of gas
engines, who have doubtless tried all sorts of oils, invariably
use and recommend compound oil for their engines. 2nd.
Some makers of oil engines use compound gas engine oil for
their engines, but some others find it necessary to use oil
containing an e.xtra percentage of fatty matter. I will tell
you, on the authority of Sir William Crossley himself, how
this came about in his case. Some apprentices were putting
a large oil engine through its tests in the shop and found it so
difficult to start in the morning that one of them was tempted
to apply to the piston the contents of an oil can which they
found in the shop as they stopped for the night. Next day
the engine started without trouble and the same thing was
repeated daily till the end of the test. Then the young men
took fright in case they had done wrong and told their story
to the foreman, who in turn told the manager. Then there
was an enquiry and it was found that they had been using
pure lard oil and so satisfactory were the results that it was
decided that a certain percentage of lard oil should be added
to the gas engine oil for oil engines in future. To meet this
demand a new oil containing nearly half its weight of fatty
oil was introduced for oil engines under the name of oil
engine oil. 3rd. There are, besides these, some other makers
of oil engines who find it necessary to use pure or nearly pure
fatty oil for the lubrication of their engines. Now it is surely
evident that, if pure vegetable oils or rich compound oils
give satisfaction where mineral oils fail, fatty oils must
possess some virtue which is absent in mineral oils. Further,
since it has been found possible to use such compound oils
or pure fatty oils without detriment or inconvenience, it is
equally evident that the objections to their use must have
been founded on misapprehension. The objections were two :
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
299
ist, the liberation of latty acids, 2nd, the lormation ol gummy
deposits. 1 think that I can show you that both are uu-
tounded. The first, because the presence of free oxygen is
necessary for the production of fatty acids, the second,
because, as I shall sliow you presently, the fatty oils, which
contain a high percentage of oxygen, burn almost without
smoke, while the mineral oils give off, during combustion,
large volumes of smoke which is unconsumed carbon. I
leave you to judge which, the fatty oils or the mineral oils,
are likely to be more responsible tor carbonaceous deposits
in the cylinders.
When account is taken of the fact that in any internal
combustion engine the furnace is found in the cylinder itself
and that the temperature of the almost continuous explosions
IS between 2000 and 3000 degrees Fahr., it must at first
appear somewhat of an anomaly that a tlunner oil should
be used for the cyUnder of a gas or oil engine than for that of a
high-pressure steam engine. .\ moment's consideration will
dispel the apparent anomaly. For it is to be remembered
that, while in the Otto cycle, the compression and the ex-
plosion strokes generate heat, they are followed by the ex-
haust stroke, which reduces the pressure and the temperature,
and by the induction stroke which introduces a comparatively
cool charge and also tends to reduce the temperature. More-
over, the cyhnders and, in some cases, the pistons are water-
cooled so etfectively that the temperature of the walls of the
cylinder does not exceed about 250 degrees Fahr.
On the other hand, every care is taken by jacketing with
hve steam and by " lagging," to keep the temperature of a
steam cyhnder as high as possible in order to avoid con-
densation. But a steam pressure of 100 lbs. gives a tem-
perature of 329 Fahr., 150 lbs. gives 358 lbs. Fahr. and
200 lbs. which, I understand, is a common pressure m modern
marine engines, gives 382 Fahr. without superheat. - If,
to the latter hgure, we add say, 150 for superheat, we get a
total of 530 Fahr. for steam as against about 250 Fahr. in a gas
engine. Some people are in the habit of talking very learnedly
and rather dogmatically for high-flash point -in oils to meet
such high temperatures. Let me tell you that, as far as
safety is concerned, this is all moonshine, because, as is well
known, the boding point and consequently the evaporating
point of liquids are affected by pressure and therefore the
flashing point of oUs is hkely to be very much higher at these
high pressures than those which we test, and when we test them
at normal atmospheric pressures. But, even if the flashing
point of cylinder oil were lower than that of the steam with
which they are to be used, how could ignition take place in
the presence of steam and the absence of oxygen ? Under
such circumstances, flashing point is only of value as an
indication of another property, vt2., the rate ol evaporation,
but even this property would be controlled by pressuie and
would probably be lower at high than at low or normal
pressures. I do not, however, and I would not have you
overlook the fact that the pressure in a steam engine is a
fluctuating quantity varying from maximum to something
under atmospheric, and it is possible that, under the latter
condition, evaporation may temporarily occur.
Report of Discussion.
At the Institute of Marine Engineers on Monday, January
23rd, the adjourned discussion took place on Mr. J. Veitch
Wilson's lecture on " The history and practice of lubrication
in marine engines." Mr. Jas. .^damson (lion, secretary)
presided.
A contribution was read from Mr. W. Calderwood, who said,
in connection with the author's recommendation of compound
oils for cyhnder lubrication, that the presence of a large
percentage of mineral oil with fatty oils would not prevent
the action resulting in the formation of glycerine in the
cyhnders and causing trouble in the way of pitting and
corrosion. He advocated the use of a pure hydro-carbon
oil for cyhnders. but for general purposes he did not recom-
mend mineral oils only ; he felt that fatty oils could not be
dispensed with until less attention was paid to the initial
cost and more required in the way of purity. A higher grade
of refinement should be demanded, and not so much that the
cheapest oil purchased answering certain well-known chemical
and physical tests, none of which reached the root of the evil.
.Mr. J. Uuncan Best said there were few people in the
country who were more capable of giving an address upon
the subject under discussion than .\Ir. Veitch Wilson. The
science ol lubrication was an empirical one, depending
mainly upon the results of practical e.xpcrience. .\s had been
said, the oils to be avoided as cylinder lubricants in marine
engines were mineral oils which were not stable, in other
words, unsaturated compounds : oils with a low power ol
cohesion, and also those with too liigh or too low an adhesion.
Corrosion did not take place in the cylinders through the use
of compound oils, principally because corrosion was a matter
of time, and the fatty acids were carried away before they
were able to work any harm, and, further, they would not act
in a drv atmosphere. The surface tension of vegetable oils
was demonstrated to be greater than that of mineral oils.
.\ lUm of vegetabfe oil on a bearing would, therefore, stand
a greater strain without rupture than a film of mineral oil.
.Although the absence of " frothing " did not indicate that
the oil was bad as a lubricant, it would be reasonable to e.xpect
that the oil which did froth would be satisfactory.
Mr. J. Brooker pointed out, in reference to the question
of oils in cylinders, that even in a vertical engine there was
a considerable piston pressure on the cylinder walls. In the
modern steam engine the steam was so dry that it had no
effect in decomposing the fatty oils. The amount of moisture
also in an internal comlaustion engine was' so small as not to
produce saponification. In an emulsion where oil was
closely associated with water, he considered it was more a
physical effect than a chemical association.
Mr. .\. H. Mather said, in reference to turbine lubrication,
that experience had proved the necessity of employing different
methods of forced lubrication and filtration from what had at
one time prevailed. The practice of using thick or thin oil
in turbine lubrication varied in different countries. In this
country (airlv thick oil was used, although it was thinner for
land plants than in marine practice. He assumed the reason
to be that in other countries the turbine speed was usuall)-
slightly higher. He did not think cotton seed oil would
stand so well as rape seed oil with heated bearings.
Mr. John McLaren described an apparatus where pure
distilled water was introduced into the bearings to form a
mixture with the oil as a lubricant.
Mr. .\. Robertson said he understood the Br\soii retort
was an improvement upon Henderson's retort described
by the author, in the manufacture of oil from shale.
Mr. J. Clark referred to the fatigue of oils and said that
whether due to long u.se. heavy pressures or atmospheric
conditions, some oils seemed to become deficient m quality.
Mr. E. Shackleton referred to the use of animal and vege-
table oils for aeroplane machines and for internal combustion
engines on land.
Mr. J. Witch Wilson in replying, said in reference to the
question of corrosion m cylinders that the construction of
the cylinder itself was an important matter, apart from the
question of fattv acids, and with a free exhaust there would
be httle fear of damage. The specific gravity of an oil was a
great consideration ; he did not recommend the use of heavy
oils as lubricants as they were more likely to contain car-
bonaceous and bituminous products. He did not look upon
the frothing of oils as a good test nf their quality. Oils
which had been in use probably lost some of the hydrocarbon
elements, but they could easily be made up to the required
strength. Cotton spindles ran from six to eight months
with one supply of oil.
REVIEWS.
steam and Steam Engines. By Professor Jamieson. 10/6.
London ; Messrs. Charles Griffin .t Co.
That the seventeenth edition of " Steam and Steam Engines "
has just been published savs much for the favour which
Professor Jamieson's work continues to receive. It should
be noted that in this edition there are new folding-plate
illustrations which e.xcellently portray both the land and the
marine types of Messrs. Babcock & Wilcox's water-tube boilers,
to which is added a concise description of the latest up-to-date
improvements therein. Excellent illustrations ol this Com-
pany's chain grate stoker for land boilers are also given.
The Hopkmson Ferranti stop-valve is well illustrated and
300
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
described in accordance with " Bernouilli's Theorem," This
novel and interesting type of stop valve is now recognised
as being admirably adapted for use witli highly-superheated
steam, owing to its construction and to the special material
of which the valve and its seatings are made. At the end
of the lectures upon " Steam turbines " there is inserted a
concise comparison between the speeds ot the best trial-trip
performances of H,M.S, Bristol, which has been fitted with
the Brown-Curtis type of turbines, and those of three recent
but larger British cruisers, and of three similar men-of-war
belonging to the United States of America which were each
fitted with a different kind of prime-mover There are some
additions to the different appendices ; for instance, to Appen-
dix A has been added the latest Board of Education Rules
and Syllabus for their examinations on " Heat Engines,"
and in Appendix D have been printed a number of answers
to previously unanswered questions. In order to make sure
that all engineers should be made acquainted with electrical
engineering terms and units of measurement, to Appendix E
have been added the definitions and symbol letters for the
fundamental units of the C.G.S. system, Derived Mechanical
Units and Practical Electrical Units. The whole book has
been carefully revised and brought up-to-date, and we con-
sider the volume to be a splendid text-book for all readers.
Applied Mechanics. Eighth Edition. By Professor Jamie-
son. 6/-. London : Messrs. Charle.s Griffin .t Co., Ltd.
The present edition of this work is the eighth which we have
received, and that it has been found necessary to publish
it, owing to its demand, within one year from the issue of
the seventh edition, must be most gratifying to author and
publishers alike. "Applied Mechanics" is the first of a
series of five volumes dealing with mechanical engineering,
the remaining volumes dealing with strength of materials,
structures and graphic statics, hydraulics and the theory
of mechanics. An Appendix A has been added to this
edition, as to the regulations l>y the Board of Trade, which
gives general and definite instructions to th^ candidate as
to the divisions in this subject, the first division being res-
tricted to strength of materials and structures, for the needs
of students enga,ged in the building trades or in the offices
of civil engineers, and the second division relating to theory
of machines and hydraulics. The arrangement of this
subject in five volumes is most suitable for students for this
examination. Volumes IV. and V. giving the sulijects for
the second division. In the former edition many unanswered
questions to ordinary and the Civil Engineers' examinations
were included. These have been carefully answered in the
present edition, and have been arranged m the Appendix B
under two distinct headings, viz.. — {i) The Board of
Education and the City and Guilds of London ; and ,2) The
Institution of Civil Engineers for their A.M.I.C.E. Examina-
tions, Owing to the necessity lor all engineers to become
correctly acquainted with electrical engineering terms and
units of measurements, there havabeen added to Appendix D,
the definitions and symbol letters for the fundamental units
of the C.G.S. system. Derived Mechanical Units and i^ractical
Electrical Units. The whole book has been most carefully
revised, and all the latest examination papers obtainable
have been added.
La Marine de Guerre. .A. Sauvaire Jourdan. I'.ms; Lib-
raine Vuibert. Frs. lo.
The book under review is a lengthy volume written with a
desire to make the French fleet attractive to the youth of
that country, whilst at the same time being interesting to
all Frenchmen who wish to read about the fleet of their
country. Vice-Admiral Fournier has written an extensive
preface, and the illustrations are by M. D'Albert Sebille, of
which several are full-page ones. The author commences
to describe generally the ports of France, giving their special
aspect, which are illustrated with excellent maps of the
arsenals, and also, on a smaller scale, maps of the environs
of the ports. The development of ships for war is dealt
with, traversing quite a large area from bir^mes and trirdmes
up to the present time. Some attention has been given to
the rivalry which has been set up between England and
Germany. The chapter devoted to marine artillery is
beautifully illustrated, and gives iuU information as to the
light rapid lirers and the heavy maritime guns, showing a
detail of the breeches with the loading apparatus,^' Excellent
sections of the Danion, of 18,300 tons, and also of the Jeafi
Bart, of 23,400 tons, which is said to be now in course of
construction, are given. The author proceeds to deal with
the personnel of the navy, and describes their life on board
the various vessels and m the ports. This part of his work
is well illustrated by numerous sketches. The chapter upon
the apparatus used in submarine work is particularly well
written to show the form and operations effected by the
submarines, and is well worthy of attention by those who
are interested. It is to be noted that this chapter on sub-
marines as made by the French Navy is in accord with the
views of Vice-.'\dmiral F'ournier, who goes so far as supporting,
in addition to a suitable navy, the addition of a great flotilla
of which the major portion should be submarine craft. This
book, of 375 pages, is filled with numerous sketches and
illustrations, and is replete with excellent articles, and the
volume provides most interesting reading matter, both for
young rind old.
Gas Engines. By W. J. Marshall and Capt. H. Kiall Sankey,
R.E. Priced/- nett. London; Messrs. Constable & Co.,
Ltd.
This is a work of fairly small dimensions, having regard
to the magnitude of the subject which has been written,
not so much for those who are concerned either in the
design and manufacture of gas engines or for the students
of thermo-dynamics, but is intended to be a useful com-
pilation of gas engine information for purchasers or users
who desire to know the principles underlying the design
and construction, the methods of diagnosing defects
when they occur and the desirable steps to be taken to
remedy such defects. The theory of the gas engine must of
necessity lie treated in order to make the subsequent matter
intelligible to readers, and this has been done in an admirable
style without going into unnecessary mathematical detail.
The Otto cycle and the two-stroke cycle engines are fully
explained, as also is the water-coohng of the parts and the
ignition of the explosive mixture. A chapter is devoted to
the operation of the gas engine, while another chapter deals
with the arrangement of a gas engine installation, both of
which will, we feel sure, be highly appreciated by the par-
ticular class of people for whom the book is written. The
subject of testing gas engines is dealt with very completely,
as also are the various methods of governing, and it is evident
that the information given has been the result of large
practical e-xperience. The question of gas and gas producers
is dealt with very fully and the information that refers to
the various fuels that can be used in gas producers should
be of particular value to those owning a gas plant or con-
templating the installation of one. We strongly recommend
any user of gas engines, who is desirous of knowing what
his plant is doing, to study the special points raised m this
work.
Gas, Oil and Air Engines. By Bryan Donkin. With
Revision by Prof. Burstall and T. Graves Smith, M.I.M.E.
Fifth Edition, revised and enlarged. Price 25/- nett.
London : Messrs. Charles Griffin & Co., Ltd.
The previous edition of tlus work was published in 1905,
and although there has been no marked departure in design
in the development of the internal combustion engine, many
improvements in detail have been added and the original
trend has been to a greater uniformity of design than has
hitherto existed. The necessity for a revised and enlarged
edition has been demonstrated owing to the increase in the
power developed by recent engines, as for example, the 5,400
H.P. engine which has been constructed to work with blast
furnace gas, and a Diesel oil engine with a single cylinder
has been built giving 1,200 B.H.P. There have recently
been marked indications of the rapid increase m the appUca-
tion of the internal combustion engine for marine propulsion,
and important experiments on a large scale are being carried
out, and it is desirable that results obtained should be collated
as far as possible for the benefit of the profession as a whole.
A novel feature in recent years has been the Humphrey
Internal Combustion Pump, and full details are given in the
book relating to this apparatus. The development of
this machine is being watched very closely by internal
combustion engineers, and the full description given will be
most helpful to them. A new chapter of the theory of the
March, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
301
gas engine has been added, as also has a new section on the
chemical composition of power gases. Much new matter
has been included in the chapters on gas production for
motive power and practical applications of gas and oil engines,
while the chapters on modern British gas engines and British
oil engines have been practically re-written. This new
edition is a distinct valuable addition to our stock of know-
ledge of internal combustion engines and should prove ex-
tremely useful to those engineers who are interested in the
subject.
BOOKS AND CATALOGUES RECEIVED.
The Journal of the Institute of Metals, Vol. IV. Edited
by G. Shaw Scott, M.Sc, Secretary of the Institute. Pub-
lished by The Institute of Metals at Caxton House, West-
minster. The fourth volume of the proceedings of this
Institute has been recently published, and, in addition to
several full-page plates and a frontispiece representing a
group of members at the University of Glasgow, contains 340
pages. The series of papers read at the meetings of the Institute
are included in the volume and make it a valuable addition
to the records of scientific investigation. The journal is
published twice yearly-
Transactions or the Institution of Engineers and Ship-
builders in Scotland. Edited by the Secretary, Edward H.
Parker. Published by the Institution at Glasgow. This is
the fifty-third volume' of the Transactions of the Institution
for the fifty-third session, 1909-1910, and contains 429 pages,
in addition to which many full-page illustrations and large
drawings are included. All the papers contributed by
members and read before the Institution during the session
are included in the volume, and form very valuable reading.
A frontispiece shows Mr. C. P. Hogg, elected President, 1909.
Tide, Time and DisUnce Tables for the Year 1911. Messrs.
Debbie Mclnnes, Ltd., of Glasgow. South Shields, Liverpool
and London, have recently issued their well-known and handy
tide tables for the current year. There is much useful infor-
mation in the book, which is of a suitable size for the pocket.
The information extends to tides and depths for the principal
ports in the United Kingdom, speed and knot tables, docks
information and much else.
Ice and Cold Storage Trades Directory and Handbook for
1911. Messrs. The Ice * Cold Storage Publishing Co., Ltd.,
have issued their eleventh annual edition of the Directory,
published at the price of 5/-. Many new names have been
added and the whole work has been revised and brought
up-to-date. The list of vessels fitted with refrigerating
machinery is a very complete one and should be found very
useful.
Liverpool Shipping. Who's Who? for 1911. This little
book is published by The Journal of Commerce, Liverpool,
and the price is 6d. ; by post gd. The title sufficiently
implies its scope, which it well maintains. In the present
edition many new features are included, the more important
being concerning the Port of Manchester, the Garston Docks
and the Port Directory and a comprehensive review of
shipping for igio. This year's book is double its original
size. Ail data has been compiled from official sources.
The International Institute of Technical Bibliography, of
57-58, Chancery Lane, W.C, have sent us one set of " Engin-
eering Abstracts." Section I., dealing with Mechanical En-
gineering. Six other sections are published. These abstracts
cover the entire field of engineering and technical science,
all new books, articles of scientific value appearing in the
technical periodicals, etc., being abstracted and indexed.
Thus more than 100,000 books and articles are dealt with
annually, and consequently it forms a very complete technical
index.
The Port of Liverpool, Its Rise and Progress, is a book
of 100 pages, puljlished under the sanction of the Merse\
Docks and Harbour Board. In addition to' being well
illustrated with photo-views of Liverpool, it contains three
large maps, viz.: — Plan of Liverpool Docks, 1911 ; plan of
Birkenhead Docks, 191 1 ; and plan of the Garston Docks
and estate, 1910. Information relating to the Harbour Board,
with photographs of its members and premises, occupies
first place, followed by the early history of the Port of Liver-
pool, where we find interesting pictures of the port in early
times. Full particulars are also given on the docks, pilotage,
buoying and lighting, dredging, warehouses, etc. The
volume, which is a very creditable production, is published
by Messrs. Littlebury Bros., of Liverpool.
The Trade of Hull and the Number Ports for 1910, is the
fifteenth issue of the series, and is published by Messrs. The
Eastern Morning and Hull News Co., Ltd., and has been pre-
pared for and reprinted from the Eastern Morning News,
of Hull. The book comprises 140 pages, is published at one
penny, the postage thereon, thanks to our absurd postal
arrangements, amounting to threepence. The title is sufficiently
indicative of the contents, and it only remains to say that
a mass of information is given forming a review and statistical
record for the year which will be found most useful to those
interested.
Messrs. Dobbie, Mclnnes, Ltd., of Glasgow, have recently
sent us revised circulars of their several specialities, amongst
which we wish to draw attention to " Mclnnes-Dobbie "
Patent Indicators for steam and gas engine work, of which
they have several forms for continuous and similar purposes ;
" Mclnnes-Dobbie " Improved Bourdon Gauges ; Messenger's
furnace deformation indicator ; Clyde furnace indicator ;
Hopkinson flashlight indicator ; and Seller's Portable
Dynamometer. Messrs. Dobbie. Mclnnes, Ltd., will be
pleased to send any of these circulars to interested enquirers.
A booklet which is issued by the same firm is called " The
Commercial Value of Indicator Diagrams," which, we under-
stand, is in great demand and will be supplied gratis on
application.
Messrs. Siemens Brothers Dynamo Works, Ltd., Caxton
House, Westminster, have sent us a new and revised price
list of steel conduits and conduit fittings. The list is a very
comprehensive one.
Messrs. Lancaster & Tonge, Ltd., Pendleton, Manchester.
.\ circular of " The Lankester " specialities, viz. : — Limit
rings, metallic packings, and steam traps, all of which are
noted for durabihty and sold " on approval." Catalogues
will be sent upon application.
Mr. S. N. Brayshaw, Hulme, Manchester. A leaflet relating
to the new " Brayshaw " patent gas burner.
Messrs. W. & J. George, Ltd., Birmingham. A circular
relating to the new Stereo Pyrometer for ascertaining the
temperature of muffles, furnaces, gas retorts, etc.
The Festiv.\l of Empire, Imperial Exhibition and
Pageant of London, to be held at the Crystal Palace, May
to October this year, is receiving satisfactory support.
Association of Engineers-in-Charge. — On 8th March,
Mr. W. A. Tookey will read a paper on " Gas producer
plant." The annual dinner is fixed for 25th March.
North-East Coast Institution of Engineers and
Shipbuilders. — At the fifth general meeting held on 24th
February, Mr. A. F. White read a paper on " Superheated
steam and marine engines."
The Institute of Metals. — Forthcoming London and
Nevvcastle-on-Tyne ■ Meetings. — .Arrangements for the
forthcoming meetings of the Institute of Metals are already
well advanced. The next meeting of the Institute will be
the Second Mav Leccure. which is to be delivered in London,
on Friday, May 12th, by Dr. G. T. Beilby, F.R.S., of Glasgow.
The subject of the May lecture will be "The hard and soft
states in metals." The autumn meeting of the Institute
will this year take place at Newcastle-on-Tyne on Wednesday
and Thursday, September 20th and 2i5t. An influential
local committee, of which the Hon. C. A. Parsons, C.B..
F.R.S.. is chairman, and Dr. J. T. Dunn, honorary secretary,
has been formed, and is making such arrangements that the
success of the meeting is already assured. There is no doubt
that the important and far-reaching research that has been
inaugurated by the Institute of Metals into the causes ot
the corrosion of the non-ferrous metals is responsible in a
large measure for the rapid growth in the membership of
the Institute that is iiinv taking place.
30g
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 191 i.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
{From our Own Correspondent.)
Tonnage Output and New Contracts. — The output of ship-
building on the Clyde dunug the opening month of the year,
although considerably better than the average for the corre-
sponding period of previous years, yet suffered to some
extent from the effects of the prolonged lock-out. February,
however, promises, at the moment of writing, to compensate
for the deferred activity in launching. During January
fifteen vessels of 23,540 tons were sent ot the stocks, as com-
pared with 22,770 tons m January last year, and 21,450 in
January, 1909. During February, or that portion of it past
at the date of writing, over 30,000 tons have been launched.
So far the volume of fresh work booked falls very much short
of the tonnage launched since the year began, and especially
so during the period of February already past. A number
of very important contracts are known to be pending for
vessels' of the highest class for well-known services for which
Clyde builders and engineers have extensively built in the
past, but nothing definite has yet transpired as to the placing
of this work.
Messrs. The Clyde Navigation Trustees are asking tenders
—to be sent 111 not later than March 13th— for a powerful
dredger of the bow -well centre bucket-ladder type, which
will be self-propelling ; and for three steam hopper barges
of 1,500 tons or alternatively for four barges of 1,200 tons
capacity. The Trust are disposing of one of their oldest
dredgers and eight of their small barges ; so that, after the
new vessels have been obtained, there will be a net decrease
in numbers, but a decided gain in efficiency. The dredging
plant of the Trust will consist of four powerful dredgers and
fifteen or sixteen large barges.
Messrs. Yarrow & Co., Scotstoun, have recently put
through highly successful speed trials two motor boats which
they have built to the order of his Excellency Nazim Pacha,
Governor-General of Bagdad. The boats, which are 70 ft.
in length, by o ft. 6 in. beam, are propelled by two sets of
internal-combustion engines, of 120 i.h.p.. of the Yarrow-
Napier design, driving twin-screws. The speed, according
to contract r was 12 knots, and the mean speeds attained
were 12-77 and i3'46 knots respectively during a period of
one hour.
Messrs. John Brown & Co., Ltd., Clydebank, the engineer-
ing sections of whose large works have been kept in high-
pressure activity for a long period, and are sure to be main-
tained in this state through the order received for the turbine
engines to be fitted in the battleship to be built by Palmers
Shipbuilding and Iron Co., Jarrow-on-Tyne, are now starting
on the actual laving down of the new Cunardtr. It has been
intimated that the name chosen for the new vessel is Aquitania
—a classic name, as is customary with Cunarders. The berth
from which the Lusitania was launched has been strengthened
and lengthened, and several alterations have been made in
the yard to facilitate the construction of the gigantic hull.
In the engineering section of the works another naval contract
being steadily proceeded with is the Brown-Curtis turbine
machinery for the second-class cruiser Yarmoutit, now well
advanced on the stocks of the London and Glasgow Ship-
building and Engineering Co.. Govan.
Messrs. Wm. Denny & Bros., Leven Shipyard. Dumbarton,
together with the associated firm of Messrs. Denny & Co..
Dumbarton Engine Works, are as usual very actively em-
ployed with important work for ship-owning companies for
whom they have already built largely. They have also on
the stocks at present four torpedo destroyers, the Davad.
Delender. Badger and Beaver ; while in their fitting-out basin
there are two other destroyers of the same class, one of which
has just undergone a scries of speed trials and the other is
preparing to do so. There are a dozen building berths in
the vard . mostlv all of which are occupied. For the British
India Co. two steamers are underway, and for the New
Zealand Shipping Co. a large twin-screw steamer of about
11,000 tons capacity, intended principally for the meat-
carrying trade, is approaching the launching stage. The
firm will also launch in a few days the first of a pair of triple
screw turbine channel steamers which they are building for
the South-east and Chatham Railway Co.'s service between
Britain and France. The second of the two vessels is at
present only partially in frame, and both are being erected
under covered-in berths. They are slightly larger than the
preceding steamers built by the firm for the same service—
the Victoria and the Empress — and have a length of 315 ft.,
moulded breadth of 41 ft., and a depth of 24 ft. 6 in. to the
awning deck, which extends the entire length of the vessel.
They are to be propelled at a speed of between 22 and 23
knots by machinery, made by Messrs. Denny & Co., consist-
ing of three Parsons turbines driving three shafts, each
carrying a single propeller. A noteworthy departure from
previous vessels of the fleet consists in the use of boilers of the
water tube instead of the ordinary cyUndrical return tube
type. These will be six in number, and the vessels with their
two funnels and strong upper works will have a fine powerful
appearance. For two of the torpedo destroyers on the
stocks, Messrs. Denny & Co. are preparing Parsons turbines,
while the other two will be supplied with turbines by the
Parsons Co., Newcastle.
Messrs. Maclaren Bros., Dumbarton, on February 15th
launched a little stetl-built vessel christened the Electric Arc.
of which more is likely to be heard in shipbuilding and
engineering circles. She has been built to the joint order of
the firm named and that of Messrs. Mavor & Couison, electrical
engineers, Glasgow. Fitted out as a yacht, she has been built
primarily for demonstration purposes in connection with an
attempted solution of the problem of electrical ship propul-
sion. The Electric .-ire is 54 ft. long by 12 ft. beam, and the
propulsive machinery fitted on board consists of a 4-cyhnder.
vertical Crossley gas engine of about 45 b.h.p., using gas
supplied from a suction-gas producer installed near the
engine. This plant and engine drive a dynamo or generator,
which in turn supplies power through flexible wiring to an
electric motor, near the stern, directly connected to the
propeller shaft, .\part from the comparative novelty of
propulsive power being supplied by gas engine plant, the
arrangements on this little vessel are of decided interest from
the point of view of enabling the revolutions of high-speed
internal-combustion engines being brought down to a rate
at which good propeller efficiency and high resultant speed
for the power developed are likely to be attained. The trials
of the Electric .ire will take place shortly on the Firth of
Clyde, and willcertainly provide e.xperience and data helping
towards a solution of the problem of applying electricity to
ocean propulsion.
Messrs. Russell & Co., Port Glasgow, have received an
order from Messrs Bethel, Gwyn & Co., London, for a st amer
of large carrying capacity. The engines will be supplied
by Messrs. David Rowan & Co., Glasgow.
Messrs. Robert Duncan & Co., Port Glasgow, have received
from Messrs. Thos. Dunlop & Sons, Glasgow, an order for a
screw steamer which will have a carrying cap-icity of from
.S.ooo to 8,500 tons.
Messrs. David J. Dunlop & Co., Port Glasgow, have con-
tracted to build and engine a passenger and cargo steamer
for the coasting and Channel service of Messrs. Wm. Sloan
and Co., Glasgow. Messrs. Dunlop & Co. are also reported
to have booked the order for a cable-laying steamer of which
class of vessel the firm have already produced several.
Messrs. The Scott Shipbuilding and Engineering Co.,
Greenock, who launched the battleship Colossus on April
qth, have put this vessel throu.gh her turning or prehmmary
dock trials in their tidal basin. Notwithstanding the delay
caused by the prolonged lock-out in the shipyard, the fitting
of the main and auxiliary machinery has been done well
within contract time. The Scott firm, on February 4th,
launched the 10.000 ton twin-screw steamship Hildebrand
for the Booth Steamship Co., Liverpool. The vessel is 440
ft. in length and the machinery consists of twin sets of quad
ruple expansion engines using steam at a pressure of 220 lbs.
per square inch,
Messrs. The Campbeltown Shipbuilding Co. launched, on
January 31st, the largest steamer ever built at Campbeltown.
This was the .imphion. of 5,500 tons deadweight, an addition
to the fleet of Messrs. J. & P. Hutchison. Glasgow, and the
tliird steamer built for this firm by the Campbeltown Co.
The machinery is being supphed by Messrs. David Rowan
and Co., Glasgow.
Messrs. S. & H. Morton & Co., I-eith. have at present on
hand a number of important contracts for Patent hauUng-up
sUpways. Amongst the sUpway plant being constructed are
one of 1 ,600 tons capacity for the Bombay Steam Navigation
March, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
303
Co., Bombay ; two. each capable of dealing with vessels
of 1,000 tons, for the Suez Canal Co., Port Said ; three, each
for vessels of 800 tons, for the Port of Para ; one, for vessels
of 700 tons, for Constantinople : and one for Lisbon for small
craft. These slipways consist of hauling gear, steam engine
or electric motor, rails, tracks, and carriages. Haulage is
■effected by wire ropes, and in the case of the Bombay slip-
way, this rope will be 13V in. in circumference.
Messrs. The Caledon Shipbuilding and Engineering Co.,
Dundee, have received an order from the Clyde Shipping Co.,
Glasgow, for a steamer of 1,350 tons. The vessel will be a
sister ship to the Ballycotton, launched from the same yard
about the end of February for the Clyde Shipping Co. It
will be employed in the passenger and cargo trade between
the more important Irish ports. This order is the twenty-first
which the Clyde Shipping Co. have placed with the Caledon
Shipbuilding Co,
THE TEES AND HARTLEPOOLS.
(From our Own Correspondent.)
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Ltd., Cleveland Dock-
yard, have now got into full swing again, and are reported
to be well booked ahead ; though prices are low, there is a
tendency for them to stiffen and builders are not booking
far ahead.
Messrs. W. Harkess & Co. are reported to have secured the
<;ontract to build a small steamer the machinery for wliich
will be supplied locally.
Messrs. Smith's Dry Dock Co., South Bank, are reported
to have secured the contract to build two steel whaUng vessels,
which will be fitted with the Deisel oil engines.
Messrs. Richardsons, Westgarth & Co., Ltd., are reported
to be very busy ; they have recently booked two or three
orders which, with the work in hand, will keep them busy for
some time to come ; they are also busy with land work
and their specialities.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. liave secured the contract
to build one large cargo steamer of about 8.000 tons dead-
weight for Messrs. W. & C. T. Jones, Ltd.; they have now a
fair amount of work on hand which will keep them busy for
some time to come.
Messrs. R. Ropner & Son keep somewhat slack, but are
reported to have recently secured an order for a large cargo
steamer, but prices are still low.
Messrs. Craig, Taylor & Co. have secured an order to build
two large cargo steamers of about 9,500 tons deadweight
€ach, for Messrs. Evan Thomas Radchft'e & Co., of Cardiff.
They are now in full swing again.
Messrs. Blair & Co. are reported to have secured several
orders to supply the engines and boilers for various steamers
that have been placed locally, and are now very busy in every
department, being well booked up.
West Hartlepool.
Messrs. W. Gray & Co. have recently booked sufficient
orders for twelve months ahead, several being of large dimen-
sions which will keep them very busy. As all the large berths
are occupied and delivery could only be given for small
coasting steamers, they are also busy in the dry dock de-
partment.
Messrs. J. Baird & Co. have placed an order for a cargo
vessel for the Baltic trade with Messrs. Craig, Taylor & Co.,
of Stockton, the engines and boilers for which will be sup-
plied by Messrs. Pollork. MacCoU & Co., Sunderland.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Ltd., have
secured the order to build two cargo steamers similar to those
recently supplied to Messrs. J. A. A. Van Meel, Rotterdam,
one of which is for early dehvery, having sold their newest
steamer, the s.s. Koophandd. to Messrs. Gylsen & Co. They
also keep busy in the dry dock department.
The Central Marine Engine Works of Messrs. W. Gray
and Co. are very busy, and expect to turn out one engine per
week during the ne.xt twelve montlis ; they are placing on
the market an improved pump of the C.M.E.W. t>'pe, which
is reported to be giving good results.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Ltd.,
Middle ton Yard, are reported to liave lost the contract for a
large twin-screw meat boat for Liverpool owners on account
of delivery, and which is reported to have gone to Messrs.
Palmers' Shipbuilding Co., Jarrow ; they are, however, busy
and e.xpect to secure an order which is in the market.
Messrs. Richardsons, Westgarth & Co. are now very busy.
Tlicv have secured the order to supply the engine and boilers
for Messrs. J. Temperley eS: Co.'s large steamer building
by Messrs. Irvines, also the machinery for the two smaller
steamers to be built at Messrs. Irvine's Harbour Dockyard
to the order of Messrs. I. J. A. Van Meel, Rotterdam. They
are also very busy in their speciality departments, having
recently booked two sets of turbine machinery complete.
Messrs. Furness, Withy & Co. have recently sold the s.s.
Dahome (cx-Lawang), 3090 tons deadweight, to foreigners
for about ^£4,000,
THE HUMBER AND DISTRICT.
[From our Own Coriespondetit.)
The Hull & Barnsley Railway Company's New Riverside
Pier (Hull). — The new pier is situated on the river Humber and
runs from the entrance to the Company's Alexandra Docks
in a westerly direction. When completed it will be 1300 feet
in length with a width varying from 50 to 125 ft. and will be
equipped with warehouses, electric cranes and capstans of
the most modern type. Accommodation will be provided
for ordinary passengers, emigrants and general cargo Two
of the latest electric belt conveyors for the rapid shipment
of coal have been erected and put into use at the west end of
the pier by means of which coal can be shipped at the rate
of 1,200 tons an hour, i.e., 600 tons per conveyor per hour.
The design of the conveyors and the method of their mani-
pulation, whilst allowing shipment to be performed with
e.xpedition, reduces the breakage of coal to a minimum, and
in addition the spouts, which are telescopic in design, are so
constructed as to reach the combings of the ship hatchways
and, having a lateral movement, lessen the need for trimming.
There is a minimum depth of water alongside the pier of 18 ft.
at low water spring tides, vessels being enabled to arrive and
depart at any state of the tide, and it will be quite possible
for them when using the pier to save two tides which would
otherwise be occupied in waiting for water to enter and leave
docks.
Marine Engineers' Association. — The annual meeting of
the Marine Engineers' Association (Humber district) was
held at the rooms of the Association on the 14th February,
when there was a large attendance of members. The busi-
ness on the agenda included the election of officers, etc., for
the ensuing year. The retiring president, in the chair, (Mr.
C. W. Malan), in his address spoke of the greatly improved
position of the association and of the excellent work achieved
during the past two years. The elected officers were Mr.
G. Grace president, Mr. Councillor D. Livingstone senior vice-
president, and Mr. W. Shores junior vice-president ; Messrs.
A. Lutham and W. Jackson were re-elected vice-presidents
for Goole and Grimsby respectively, and Messrs. R. Schofield
and A.. E. Harrison as auditors. Mr. J. Shepherd being
nominated for re-election by the General Council as secretary.
On behalf of the members a presentation was made to Mr.
A. N. Somerscales. a late president of four years' duration,
of a handsome gold guard and pendant and barometer for
liis work on behalf of the engineers of the district.
Messrs. Amos & Smith, Ltd., engineers and boilermakers,
.\lbert Dock Works, are fully employed, which necessitate
working a night shift, several orders for boilers and machinery
for trawler owners in the Humber district having been booked.
They are also supplying their patent injector for introducing
soda or other chemicals into boilers. The branch shop at
.\lexandra Dock is fully employed on outside work in graving
dock, etc., the company having 200 men engaged in this
repair work.
The North-East Coast Engineering Works. — This company
is fitting up a large shop with plate rollers, shearing and
punching machines, etc. It has been registered as a private
company with a capital of ^£8,000, in £10 shares, to take over
the business of engineers, ship repairers, etc., carried on in
Hull and elsewhere, as the North-east Coast Engineering
304
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
Woik.s. liic iii.st allcLUJI.■^ arc Messrs. E. W. Clarke and
Mr. J. Clarke, jun. The following steamers have been under
repair : — s.s. Poldhu, s.s. Blackmoor, s.s. Exmoor, s.s. Dacre
Hill and the Greek steamer Myrtoon. bulwark damage, etc.
Messrs. Stewart & Craig, Engineers and Boilermakers,
seem to have started the year in a progressive way, and
prospects seem good, as they have several enquiries coming
in from various shipowners. The following steamers have
been under repair — s.s. El/oe. extensive repairs on machinery
and boilers, bunkers, holds, etc. ; general repairs effected to
s.s. Rags, s.s. Russlnmi. s.s. Arcl. s.s. Winifred, s.s. Betty.
Messrs. Cooper & Co., Ltd., Neptune Engine Works, have
had a fair month with repair work, the boiler and moulding
shops are well employed with new work ; the company's
graving docks have also been engaged with small coasting
crafts. The branch shop at Alexandra Dock lias been well
employed witli ship repairs and graving dock work.
Messrs. Woodall & Co., Engineers and Boilermakers, have
had a good run on outside steamers in the various docks,
especially amongst Danish and Swedish steamers. This
firm is always kept busy on the Hull Corporation works,
boilers and machinery. The blacksmith's shop is well em-
ployed with forgings for several railway companies and orders
keep coming in for their patent " Handibloc " from home
and abroad.
Messrs. C. D. Holmes & Co., Ltd., Engineering Works. —
This old-estabhshcd firm has been fortunate in securing
several contracts for trawlers for local owners, and will be
kept at full pressure durmg the year. The branch shop at
Alexandra Dock has also had a fair amount of repair work
on several local owned steamers.
The Goole Shipbuilding & Repairing Co., Ltd., are now
going in full swing, and have booked several orders for trawlers
and small coasters. They have just launched the trawler
Lucida for Messrs. J. Marr & Son, Ltd., of Fleetwood. She
is a handsome model, and will be fitted up with all the latest
requirements to Lloyd's highest class, the holds are specially
insulated for carrying fish. She is intended for the Iceland
and Bay of Biscay fishing grounds. She has a large ballast
tank under boiler to carry fresh water for steaming purposes.
Powerful engines and boiler will be fitted by Messrs. Earles
Shipbuilding Co., Hull. This is the seventh steamer built for
Messrs. Marr & Son, Ltd.. by this company.
Messrs. Earles' Shipbuilding & Engineering Co., Ltd.,
are very busy and have work that will keep the yard going
all this year. .As regards new steamers, they have also been
successful in securing the contract for the alterations on the
s.s. Marvlc'botic and s.s. Immin«hain. belonging to the Great
Central Railway Co. The company's outside staff' are well
employed in repair work.
Messrs. Cochrane & Sons, Shipbuilders, Selby, have in
hand a large number of trawlers to buUd for local owners,
also herring drifters and several small coasting steamers, for
Fleetwood, Milford Haven. Lowestoft and foreign owners.
This firm will be kept employed for the best part of this year.
Messrs. Cook, Welton & Gemmell, Shipbuilders, Beverley,
— This firm is well booked up with orders, which will keep
them busy all the year.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(From our Own Correspondent.)
Messrs. J. I. Thornycroft & Co., Ltd.,' Woolston Works,
Southampton, — H.M. Ships Lame, Lyra, Martin and Minstrel.
— The two first-named torpedo-boat destroyers have been
delivered into H.M. Service. The Martin has successfully
completed her speed trials, and the Minstrel is now fitting-out
for her trials. Barge for Portsmouth Dockyard. — This
vessel was water-tested last month. Firefloat Gamma. —
This vessel completed her speed and pumping trials, and left
for the Thames under her own power. S.y. Matvnihea. —
The hull and machinery for this vessel were completed, and
she was tlelivered to Messrs. Camper & Nicholsons last month.
Stern-wheel passenger steamer for Persian Gulf. — The shell
and deck-plating of this vessel are now Hearing completion.
Oil-carrying barge.- — The firm have received an order from
M("isrs. The Borreo Company. Ltd.. for a small oil-carrving
barge, which is to be in every respect a re])eat of four barges
built by them for the same Company about four years ago.
Sundry other orders have been received during the past
month for small boats, etc. Repairs. — A number of vessels
have been under repair during February, among which the
Union Castle Company's s.s. Btiton is receiving extensive
alterations to tanks, etc.
Messrs. J. Samuel White & Co., Ltd., East Cowes, I. of W.—
H.M.S. Redpole, 27 knot torpedo-boat destroyer, the first
of three vessels of this class, was handed over to the .\dmiralty
last month. H.M.S. Rificnian. — The official sea-trials of this
vessel were successfully completed last month and she
will shortly be handed over also. H.M.S. Ruhy, of the same
class, commenced her sea-trials about the middle of last
month. H.M. Ships Ferret and Forester, torpedo-boat
destroyers of the 19 in programme, are making very rapid
progress, and will shortly be ready for launching. .\n order
has been received for one steam barge and one motor barge
for the Imperial Russian yacht. Polar Stai . These boats
will be of very high class and completed in all respects similar
to those carried by the Victoria and Albert, and as supplied
to H.I.M. the German Emperor for the HohenzoUern.
Messrs. Day, Summers & Co., Ltd., Northam Iron Works,
Southampton, — The sailing ship Pima has been at the above
yard for some time having severe collision damage repaired.
She left the port about the beginning of last month. The
Olive has also been repaired, having also been in collision.
The paddle-steamer Queen, 170 tons, Messrs, Cosens & Co.,
has had a new paddle-wheel boss fitted. Messrs. The Isle o£
Wight Co.'s Balmoral and Lorna Doone were both on the
slip for survey last month. The Neptune, for the same Com-
pany, which was built at the yard last year, has also been
on the slip for painting, etc. The steam yacht Honor, 1,020
tons, completed repairs last month, anrl the steam yacht
Vanduara. 450 tons, is having boat-skids fitted and the engine-
casing raised. The Medusa, 630 tons, and the Catania, 668
tons, have both completed refitting, and sailed for the Medi-
terranean. The s.y. Albion, 1,116 tons, was in dry dock
having tail-shafts drawn for survey, and was followed by
the Niagara, 1,443 tons, which was also docked for survey.
The s.y. Dotterel. 164 tons, was surveyed last month and is
having a new boiler fitted. Extensive alterations have been
made to the cabin arrangements and new masts have been
fitted. The instructional turrets which the firm have in
hand for the .-Vdmiralty are neanng completion. Good
progress is being made with the new paddle-boat for the
South of England and Isle of Wight Steam Packet Co., and
the shell plating is nearly completed. The ve.stel is to be
named the Princess Mary. A new boiler has been fitted
to Messrs. Topham, Jones & Railton's dredger Devon.
Dredging at Southampton. — .At the meeting of the Harbour
Board on the 7th of last month, the Mayor informed the
members that he had received a letter from the London
and South-Western Railway Co.. informing him that it was
the Company's intention to petition against the Board's
Bill asking for Parliamentary powers to charge differential dues
on vessels using the port. These dues were to be based upon
the vessels' draught and were not to apply to vessels drawing
less than 32 ft. The business before the Board was the
consideration and acceptance of a tender for the final portion
of the dredging scheme, which is the portion from Fawley
Beacon to the dock entrance. The tenders received varied
from ,£134,000 down to that of Messrs. The Tilbury Dredging
Co.'s, which was for £^S,Coo. The lowness of Messrs. The
Tilbury Co.'s tender may be partly accounted for by the fact
that this Company are engaged in dredging operations here
at present and have all their appliances on the spot. The
Board's Engineer's covering estimate was £60,000. based on
the calculation that there were 1,200.000 cubic yards of
spoil to be removed at a cost of i /- per cubic yard. Owing
to the nature of the L. & S.W.Ry. Co.'s opposition not
being known, a motion was carried by fifteen votes to thirteen
to postpone the acceptance of the tender till the next meetmg
of the Board, which was held about the end of last month,
too late for the decision to be published in the current issue.
The dredging question has been the subject of discussion
for the past two years, and it seems the matter is to be
again delayed. If the Board decide to proceed, and accept
Mrssrs. The Tilburv Dredging Co.'s tender in its present form,
the dredging would not be completed till 30th November,
1912.
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
305
THAMES.
(/•>())» ottr Own Correspondent.) |
Chamber of Shipping. — Sir Walter Runciman has been
selected as the new President of the Chamber, and delivered j
his inaugural address on February 17th. He is well-known
at the head of several shipping organizations. The other ^
appointment we have already referred to is the Secretary,
the Hon. Noel M. Farrer. who has been appointed in place
of Mr. W. H. Cooke.
Shipping Companies. — The new liner the Themistocles.
belonging to Messrs. Geo. Thompson & Co.'s Aberdeen Line,
has arrived in the Thames from the builders, Messrs. Harland
and Wolff. She has a registered tonnage of 11,232 tons,
and has been constructed under the 100 Ai class. She is
twin-screw and 517 ft long. The vessel carries first and
third class only." and single berths are introduced in the
latter case. .Almost an identical ship will follow in a few
weeks' time. Messrs. The Mercantile S.S. Co. has issued
its report ; 5 per cent, is paid for the year on the ordinary
shares. There was a total credit of £43.486 and a sum of
;£20,ooo is carried to reserve. The Company owns sixteen
vessels of 54.958 tons. The cargo-boat trade is therefore
doing well at present, it will be seen.
The proposals as to the Port of London, the launch of the
Thunderer and the Waratah enquiry will be found dealt
with in other parts of this number.
MERSEY AND MANCHESTER SHIP
CANAL.
(Prom our Own Correspondent.)
WORK in this district is feeling the benefit of the recent
settlement, and this combined with the fact that
there is a very large amount of .Admiralty work in
hand just now. together with a good amount of repair work,
is making a large number of men find employment. While a
small amount of merchant work has been placed engineers
are fairly numerous.
Messrs. Cammell, Laird & Co.— Every section of the
works and yard of this firm are now very fully employed, and
the extent of the yard and plant might well be judged by the
amount and variety of work on hand. The .Argentina destroyer
San Luis was launched on February 2nd. while the three
sister ships are well in plate and will shortly be launched, and
be ready for steam trials early in .April. Work upon H.M.
cruiser Melbourne is also making rapid progress, while the
super-" Dreadnought " is also occupying the attention of
a section of the large staff employed upon Admiralty
work. The fire at Messrs. Cammell. Laird's, which occurred
on the night of February loth. doing damage to the extent
of over £1^ ,000, will not interfere with the important contracts
in hand to any extent, the management having taken every
step to ensure this. The Highland Loch is now rapidly
Hearing completion, and her sister ship. Highland Piper, will
shortly take the water. The steam whaler Francisco Galtes.
for the Madeira Mabore Railway, is uearing completion, and
it is expected will reach her destination in tow. In addition
to the above many other contracts are in hand. .Amongst
many repair contracts may be mentioned the Great Western
Railway steamer St. George for overhaul and repairs, also the
Harrison liner Merchant and the Queen .imllie, both requir-
ing heavy hull repairs.
Messrs. H. & C. Grayson. — This firm also had a small out-
burst of fire at their premises, but due to their splendid
facilities no interruption of work has been caused. Many
important contracts are being dealt with. At the yard of
Messrs. Clover, Clayton & Co., in which Mr. H. M. Grayson
is now interested, a large range of work is also being dealt
with.
The Birkenhead Ferries Committee. — .A new stage is to
be constructed by this committee at New Ferry to handle
the increasing traffic. The builders are the Ailsa Shipbuild-
ing Co., of Troon. The new stage will be 130 ft. long by
13 ft. wide, and will, it is hoped, be placed in position during
March. Messrs. Gravson arc repairing the swing bridge.
while the removal of the old stage is in the hands of Messrs.
Gibncy. The New Ferry traffic will be handled from Rock
Ferry during the alterations.
Mersey Docks and Harbour Board. -Mr. Robert Gladstone,
who has occupied the position of chairman to this board for
many vears, has resigned owing to ill-health. Mr. Gladstone
has for a long time been one of the foremost figures in the
commercial life of Liverpool, and has been prominently
associated with the progressive policy of the board. Mr.
H. R. Robertson, has been elected to the vacant position,
and upon taking the chair, while acknowledging the difficul-
ties of his task, stated that his aim and object would be to
maintain the Port of Liverpool in its pre-eminent position.
Mr. Robertson has acted for some time as Mr. Gladstone's
right-hand man, and is well versed in all that pertains to the
commercial life of the port.
The Manchester Ship Canal.— The report for the i6th
year's working of this Company shows a steady and cheering
increase, both in tonnage and revenue, the former being
4,618,070 while the revenue was ;£555.735. being an increase
of .^21.676. Important n.ew developments are pending
whicii should in the near future increase the sources of revenue.
New lines of steamers have been inaugurated, namely, to
Syra. Smyrna. Constantinople, etc., also to Newfoundland
and Dublin. Manchester, while the youngest port in the
kingdom, is now fourth in importance. Large developments
are also taking place at EUesmere Port, which is the terminus
of the Shropshire Union Canal.
The Cunard Line.— The death took place recently of Mr.
F. L. Caldecott. who for fifteen years had occupied the position
of shipping master. Mr. Caldecott had been in this employ
for thirty years. Quartermasters from vessels of the fleet in
harbour' bore the coffin to the grave, while stewards from
the S.S. Lusitania were also in attendance. A strong agitation
is being carried on bv the Cunard and White Star lines for an
increase of the length of the piers at New York from 825 ft.
to 925 ft. This length would still leave the river fairway
wider than that in the Mersey.
The Liverpool Engineering Society.— At a recent meeting of
this society an interesting paper on " Illumination " was read
by Prof. 'E. W. Marchant. during which some interesting
allusions were made to the absorption of light by fog. Blue
light is stated to be more readily absorbed than red, or stated
in anotlier way. the wave lengths of light which are com-
mensurate with the dimensions of the particles in the atmos-
phere are most completely absorbed. When the wave length
of light is comparatively long, compared with the diameter
of the absorbing particles, the absorption is less. In light-
houses the yellow light from oil lamps has been found to
penetrate further than that from electric light.
NORTHWEST OF ENGLAND.
(From our Own Correspondent.)
A Rush of Work. — Last month it was recorded that un-
wonted activitv was to be seen in every department of the
yard of Messrs. Vickers. Sons & Maxim, but there seems
now to be a bigger rush of work than ever. This is. of course,
on account of the orders which have been in hand for some
time, and which the firm are anxious to make as early a delivery
of as possible. There is. indeed, a very active attempt to
get the Britisli cruiser Princess Roval ready for launching
by the liighest tide in .April, as if this is not done there may
be a difficulty in getting her off until the early autumn.
^ The vessel has made considerable progress since the settle-
ment of the lock-out, and there is a great army of men now-
employed on her, and much overtime has been found necessary
in order to expedite the work to be done before the vessel
goes round to the Buccleuch Dock to receive her engines,
boilers and general fitments, which are practically ready
to be Ufted in. The effect caused by a lock-out of men for
three months can scarcely be understood in the case of a
huge vessel like this, which, when she was ordered, it was
on the condition that she should be deUvered to the .Admiralty
in two years. In the meantime almost all the materiul
required has been deUvered and is ready to be worked into
the ship, with all the great facilities which this up-to-date
3o6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, iqii.
firm have at their disposal. The shipyard in the evenings
is almost as busy as in the daytime, as electric light is being
used to get on with the work. It is beheved that by the
end of March tlie vessel will be ready for her cradle. When
she is launchedthe engineers will be as busy as the shipbuilders
are busy now, and the shipbuilders will then be at libert)'
to get oil to other important work which is now getting ready
for them.
The Japanese Battleship Cruiser. — Although this order is
only in its initial stages, a deal of work has already been
accomplished, and the vessel is gradually lifting herself
from her keel plates. This is a very important order for
Messrs. V'ickers, because they have not only to build the ship,
but to make her engines and all auxiUary machinery, together
with her armour and guns. The contract approximates at
two-and-a-half-raillions of money, and will afford a great deal
of employment not only for the Barrow works, but for
Sheffield and for Erith as well. There is probably no other
firm 111 the world that could tackle such a job from its own
absolute resources.
Australian Submarines. — It is officially intimated that
the .\ustraUan Commonwealth has ordered from Messrs.
Vickers, Sons & Maxim, two submarines in connection with
the defence scheme of the Commonwealth. Messrs. Vickers
are the only firm in the country that build submarines. A
few have been built at the Chatham Dockyard from Messrs.
Vickers' plans, and they have all been engined by the Barrow-
firm, which possesses the Holland patent, and in the experience
gained bv the construction of so many submarines for the
British Xavy, it is claimed that these sub-aqueous vessels
are the finest in the world. In the beginning of the month
there was an accident at the Barrow yard in connection with
the test of one of the heavy oil-engines which are now used
as the propelling agency in these vessels. It is necessary to
work with a considerable air-pressure, and although there
was nothing being done with hea\-y oil, the pipe conveying
this pressure burst, and Mr. Hamilton Gordon, who was one
of the managers in this department, was killed almost on the
spot. At the inquest a verdict of accidental death was
returned. Mr. Hamilton Gordon, who was an engineer of
great promise, was a collateral descendant of the great Earl
of Aberdeen, who was Prime Minister in the days of the
Crimean War.
British Submarines. — Messrs. Vickers' firm are already
very busv with submarines for the British Admiralty. It is
understood they have five of the " D " class now under
course of construction. It is difiicult to know what is being
done in this department, as the Admiralty insist on the
greatest secrecy being observed, w^hich fact is generally
respected by all BarVovians. Occasionally one of these
interesting vessels is launched, and for a few days is
the subiect of considerable interest, but nothing can be
seen beyond the turtle deck, as all the important features
are within the skin of the ship.
The Naval Airship. — It is expected this vessel will be
launched in the course of about six weeks. She is practically
ready to take her first flight but she will have to wait until
it ishght early in the niorning, and then she will probably
sail away, not to return to Barrow unless there is an accident,
which the builders are doing all they can to take precautions
against. Very great secrecy has been observed in connection
with the construction of this airship, but it is now definitely
known that she is 512 feet in length and 48 feet in width.
Her outer envelope is sprinkled with aluminium dressing so
that when she is in the air she will not be very clearly seen.
She will present the appearance of a huge silver cigar. Her
means of floating are supplied by eighteen gas bags fiUed with
hydrogen. Her fans will be driven by two propelling motors
with their large propellers, which have been manufactured
by Messrs. The Wolseley Motor Car Co.. Ltd. This is a firm
that is owned bv Messrs. \'ickers' Co. She has been
built under the superintendence of Capt. Murray F. Sueter,
R.N., and when good weather comes along she will have
exhaustive trials. It is expected that another airship will
be built for the .\dmiralty so soon as the special shed in which
No. I lias been built is vacated by this vessel.
Engineering. — A very large programme of work is proceed-
ing in the engineering works of Messrs. Vickers' Co. at
Barrow. There was probably never so much work in hand
at one time, and it is likely to be added to. not only in the
marine, but in the gun-mounting department.
BELFAST.
{Frotn our Own Correspondent.)
THE prosperous condition of the shipbuilding trade in
Belfast has brought about the inevitable result of a
demand for a rise of wages in several branches of the
trade. The first body of men to have their claims granted are
the carpenters, who are to receive an advance of one halfpenny
per hour, the increase to take effect from 2nd March. No
doubt other rises will be conceded in various departments in
the near future. Wages in Belfast are at present, all round,
prettv high, and, unfortunately, there is practically no such
thing nowadays as reducing wages in bad times — the work-
ing man very conveniently turns his blind eye upon that
aspect of the case. It is to be hoped, therefore, that the
existing prosperity will continue for a long time to come.
Messrs. Harland & Wolff. — There is at present a great air
of activity about the Queen's Island, and. what is better still,
there is every prospect of this satisfactory state of affairs
extending over a considerable period. The fitting-out of the
Olympic is proceeding rapidly, and the launch of her sister-
ship, the Titanic, is beginning to be looked forward to with
interest. The Hamburg-.America Company's new steamer
Bayern has just been completed and sent to sea. She is a
vessel of 8,250 gross tonnage, and is a sister-ship of the
Saclisen. built a short time since for the same Company.
These vessels have accommodation for a few passengers, but
are primarily intended for cargo carrying, for which the\-
have large capacity. Within the next few days the triple-
screw .Aberdeen liner Demosthenes will be launched from the
south end of the Queen's Island. .A famous Belfast-built
liner was recently disposed of to Turkish buyers for. it is
stated. £20.000. This is the Dominion liner Ottawa, better
remembered as the old White Star liner Germanic, which
was for so many years a great favourite on the Liverpool-
New York passenger service. She was built by Messrs.
Harland in 1874, and came to Belfast in 1895 to receive new
engines and boilers.
Messrs. Workman, Clark & Co. — This firm have a big lot
of work on hand, which ensures for them a long busy spell.
Thev have two vessels nearly ready for sea — the Holt finer
Anc'hises. and Messrs. Elder l'v Fyffes' new fruit steamer
.■iracataca. Another steamer, named S'eleus. was launched
by them on 31st January for the Blue Funnel Line, making
the twenty -eighth vessel built by Messrs. Workman. Clark
and Co. for these owners. Now, to add to this number, they
have recently received an order for two more steamers for
Messrs. Holt' cS: Co. They will be about 460 ft. long with a
gross tonnage of about 6,700 — similar vessels to the above-
mentioned Xeleus. It would seem ahnost unfamiliar to find
this firm without either a Blue Funnel boat or a fruit steamer.
The Port. — The Harbour Commissioners' annual report
indicates a very satisfactory state of affairs. The total nett
registered tonnage cleared during 1910 was 109,634 tons in
excess of the best previous record, the total tonnage cleared
being 2,<Soo,285 tons. Redeemable consolidated stock to
the extent of £16.050 has been extinguished during the year,
the outstanding amount of stock being reduced to £1.553, 7°/
10s. The total capital subscription to the sinking fund with
accumulated interest thereon up to 31st December, 1910.
amounts to £133.527 3s. 2d. Works of a various nature, too
numerous to mention here, have been, and are being, carried
out — building, dredging, reclamation, etc.
Messrs. The Carbonic .\cid G.\s. Ice cS: Cold Storage
Co.. Ltd., at their works at Albion Parade. Gravesend. have
been making good progress since they commenced operations
a few months ago, and the independent analysis of the gas
supplied shows that the care and attention given to the
manufacture by the management have been justified in the
results and orders are being increasingly received from a
widening circle of customers.
Messrs. Doulton & Co.. Ltd.. have been entrusted with
the entire installation of sanitary appliances for the public
conveniences for ladies and gentlemen at the approaching
Scottish Historicil F.xhibition, Glasgow, and a thoroughly
representative exhibit of their various manufactures will be
made at the same exhibition.
March, igii-
THE MARINE ENGINEER AND NAVAL ARCHITECT.
307
LAUNCHES AND TRIAL TRIPS.
LAUNCHES -English.
Barao de Cameta. -On January 15th. tliis vessel, whicli
lias been dcsigm-d bv -Messrs. James l^ollock. Sons cS: Cu., I. til.,
^. Lloyds Avenue. London, E.C.. and built to the order ol
ihat firm, was successfully launched at Middlesbrough. She
is intended for service on the .Vmazon River as a passenger
and cart;o steamer. The dimensions of this vessel are :
Length, "165 ft. 6 in. by 33 ft. by 7 ft., and she is fitted with
two'sets of compound surface-condensmg engines and classed
at Lloyd's .^i for river purposes. Special features in the
passenger accommodation have l)een designed by Messrs.
Pollock. Ice-making plant, cold storage chamber and electric
light, will assist to make the Barao tie Cameta one of the
finest vessels on that great river.
Montenegro.— On January 31st, the .\mazon steamer
Mouiem-^io was launched, being the third boat of its kuid
built this winter by Messrs. Camnuil. Laird & Co. These
vessels are handsomely fitted up in teak and oak, and have
dining-room accommodation for forty people. A novelty
lor tills class of steamer is a bar and" lounge on the upper
deck amidships. These ves.sels are fitted with triple-expan-
sion engines i-,i in. by 23 in. by 35 in. by 34 in. stroke, the
boilers "being s'uitable for burning inferior o'" wood fuel.
The machinery has all been placed on board and the finishnig
touches made to the furnishings.
Sao Pedro. — This is the third vessel that Messrs. James
Pollock, Sons & Co., Ltd., have launched for this year's
service on the river Amazon. The dimensions of the Sao
Pedro are : Length, 131 ft. by 25 ft. by 7 ft. She is of the
three-deck type and is fitted with compound surface-con-
densing engines. Like practically all Pollock's vessels now,
she is fitted with their patent stern frame which practically
assures the anticipated good speed being obtained on the
trial trip. The accommodation is provided on both main and
promenade decks and contains a number of detailed fittings
that will add largely to the comfort of the passengers. Ice-
making plant and electric light will make the Sao Pedro
one of the best commercial boats on the Amazon river.
Dorie. — On Januarv 26th, Messrs. Richardson, Duck & Co.
launched from their yard a steel screw steamer of the following
dimensions : — Length overall, 355 ft.; breadth extreme,
411 ft. ; depth moulded, 24 ft. 4 in. ; tonnage, gross, about
3,200 tons ; deadweight, about 5,500 tons. This vessel,
which has been built to the order of Messrs. Burdick & Cook,
of London, will class 100 Ai in Lloyd's Register, and has
been built under special survey. She is of the single-deck
type, and has a cargo poop, bridge amidships with accommo-
dation for captain, officers, and engineers in steel houses on
bridge-deck, and topgallant forecastle for crew. A cellular
double bottom throughout, and forward and after-peak tanks
are fitted for water' ballast, and equipment includes large
horizontal multitubular donkey boiler, six steam winches,
steam-steering gear, steam windlass with quick warping
ends, stockless anchors, and all modern improvements for
facilitating loading and discharging. The engines, by Messrs.
Blair & Co., Ltd., have cylinders 24 in., 40 in. and 65 in. by
42 in. stroke, steam being supplied by two single-ended boilers
having a working pressure of 180 lbs. This makes the seven-
teenth steamer that has lieen built to the order of Messrs.
Burdick & Cook. Their present fleet consists of ten steamers,
nine of which have been built by Messrs. Richardson, Duck
and Co., and all of which have been eugined by Messrs.
Blair & Co., Ltd.
Daksa.— On January 30th, there was launched from the
shipvard of Messrs. John Readhead & Sons, Ltd., South
Shields, a steel screw steamer, built to the order of The
Navigazione a Vapore " LTnione " of Dubrevnik. The vessel
is of the following dimensions: 384 ft. by 51 ft. 6 in. by
26 ft. 81 in., and is of the latest type of cargo carrier, with
long bridge, poop and topgallant forecastle. In addition to
the double bottom and large after-peak tank, a deep hold
tank has been l^iuilt amidships for an additional 1,000 tons of
water ballast. The loading and discharging arrangements
are very complete and include eight steam winches and
eleven derricks to work the large hatchways, and grain
shifting boards and feeders are fitted throughout to Board
of Trade regulations. The engines and boilers have also
been constiiH ti(l by Messrs. John Readhead iV Sons. Ltd.,
the cylinders being 26, 43 and 71 inches diameter by 4'"*, .'"■
stroke, with three" main boilers of :8o lbs. pressure. The
vessel has bt'en built to the highest class and under special
survey during construction, of Lloyd's Register, and also
of Austrian Veritas, and has also been constructed under
tin- personal supervision of Captain Krunajevic.
Sandefjord. — On Januarv 30th. there was launched on the
Tyne one of the largest steamers yet built on the Isherw^ood
system of longitudinal framing. The vessel has been con-
structed to the order of Mr. P. .\. Gron, of Sandefjord, and
is of the following dimensions : — Length over all, 452 ft. ;
breadth extreme, 58 ft. She is of the shelter-deck type, and
is capable of carrying a total deadweight of 10,650 tons on
a moderate draught of water. The steamer is intended for
the iron ore trade between Wabana (Newfoundland) and
Sydney (Cajie Breton), for which purpose extremely large
hatches with special hoppers are arranged. The double
bottom extends the full length of the holds, and gives a large
water-ballast capacity. The vessel has been built to special
survey of the Norske Veritas and the requirements of the
British Corporation. .\ steam windlass and steam-steering
gear, ten powerful steam winches, ten derricks, and a complete
outfit of cargo gear are provided. The propelling machinery,
to be supplied by the North-Eastern Marine Engineering
Company, Wallsend, is of the triple-expansion type, having
cylinders 28J-, 47 and 78 inches in diameter, with a stroke of
54 inches, steam being supplied from three boilers working
at 180 lbs. pressure. The machinery will give the vessel a
speed of 1 1 ' knots per hour.
Amazon Steamer.— On January 31st, there was launched
at Birkenhead a new steamer which has been constructed
for service on the River Amazon. The vessel has been built
to the order of Seiior Carlos Montenegro, of Manaos, Brazil.
Her dimensions are IS9 feet by 32 feet by 10 feet, and she
has been built to Lloyd's highest class for river purposes.
The machinery, of sufficient power to drive her about 1 1 knots
loaded, consists of triple-expansion engines, having cylinders
131, 23 and 35 inches, with 24-inch stroke, and multitubular
boiler constructed to burn wood or inferior fuel.
Arabien.— On Januarv 31st. the latest addition to the
fleet of Det Ostasiatiske Ivompagni, of Copenhagen, was
launched from the Neptune Works, Newcastle-on-Tyne, of
Messrs. Swan, Hunter & Wigham-Richardson, Ltd., in
the presence of a large company of visitors. The steamer is
intended for service between the Far East and Europe.
She is 385 feet in length by 53 feet beam, and is designed
to carry 8,200 tons deadweight. She is being built to attain
the highest class in Llovd's Register, and will be in all respects
a cargo vessel of the best type. The propelling machinery,
constructed bv the builders, consists of a set of triple-expansion
engines, supplied with steam by four single-ended boilers.
The auxiliary machinery is of the most improved description,
and the arrangements for vporking the vessel and her cargo
are very complete.
Messina.— On January 31st, Me.s.srs. The Northumberland
Shipbuilding Co., Ltd.. launched from their yard at Howdon-
on-Tyne, the finely-moulded steamer Messiiut. which has
been'built to the order of Messrs. Furness, Withy & Co., Ltd..
West Hartlepool. The vessel is 390 ft. long by 49 ft. beam
by 29 ft. deep, and has been built under special survey to
the highest class at Lloyd's. She is fitted with long bridge,
long poop, topgallant forecastle, the accommodation, which
is very ample, being placed in steel houses on the bridge deck.
The 'tween decks are lofty and so arranged that cattle,
troops or emigrants mav be carried if necessary. Very special
attention has been paid to the loading and discharging gear,
and a complete outfit for the rapid handling of cargoes
arranged for, consisting of nine steam winches by Messrs.
Clarke. Chapman & Co., Ltd., Gateshead-on-Tyne, a large
number of cargo derricks and steam windlass by Messrs.
Emerson, Walker & Thompson Bros., Dunston-on-Tync.
She is fitted with the usual water -ballast arrangements for
light passages. The machinery will be supplied by Messrs.
Richardsons, Westgarth & Co., Ltd., Sunderland, consisting
of engines with cylinders 25 in., 41 in., 69 in. by 48 in. stroke,
three large steel boilers with 180 lbs. pressure. This vessel
will carrv about''7,500 tons on a light draught and steam
about 10 knots loaded at sea.
3o8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, igii.
Tellus. — On January 31st, Mcs.srs. Wui. Doxlortl & Sons.
Ltd., launched from their yard at Palhon, Sunderland, n
large shelter-deck vessel built to the order of Wilh. Wilhehn-
sen, Esq., of Tonsborg, for whom the firm have previously
constructed several vessels, and for whom tliey have now
in hand a duplicate of the Tellus. The dimensions are ; —
Length, 465 ft. ; breadth, 60 ft. ; moulded depth, 37^ ft.
The deadweight of 12,500 tons is carried on a moderate
draught. Messrs. Doxford have supplied the engines and
boilers. The classification is with the British Corporation
and Norwegian Veritas. Messrs. Wailes, Dove & Co.'s
" Bitumastic " enamel was applied to wing ballast tanks
and bunkers.
Hockwold. — On January 31st, there was launched from
the shipbuilding and repairing establishment of Messrs. S. P.
Austin & Son, Ltd., the steel screw steamer Hockwold. of
2,200 tons deadweight capacity, which has been built to the
order of Messrs. Wm. Cory & Son. Ltd., of London, and is
the twenty-second vessel constructed for the same owners.
She will be classed 100 Ai in Lloyd's Register, under special
survey ; large water-ballast capacity is provided and there
are large hatchways specially adapted for the owner's coal
trade. The machinery will be sujiplied by Messrs. The North-
Eastern Marine Engineering Co.. Ltd.. Sunderland, and all
the auxiliary machinery is by first-class makers. Messrs.
Wailes, Dove A Co.'s " Bitumastic " covering was applied
to tank top in boiler-room. A Cochran (Annan) donkey
boiler with patent seamless furnace has been supplied and
fitted.
Burmese Prince. — On January 31st, the s.s. Burmese
Pi nice was successfully launched from the shipyard of Messrs.
Short Brothers, Ltd., at Pallion, Sunderland. She is built
to the order of James Knott, Esq., for the Prince Line, Ltd.,
Newcastle, and her leading dimensions are : — Length, 410 ft. ;
beam, 54 ft. 4 in. ; depth moulded, 28 ft. i in. Taking
Lloyd's highest class, the vessel has complete shelter-deck,
with upper and main decks, and is divided by six watertight
bulkheads. Water-ballast is provided throughout the double
bottom, in fore and after peaks and in a large chamber tank
to height of main deck, fitted just aft of engine-room. The
decks are supported by strong girders belo^\ beams, with
wide-spaced tube pillars at corners of hatches. The loading
and discharging arrangements have received special attention,
sixteen derricks being fitted on strong tables at masts, with
crosstrees above and four derricks on posts, working from
six large hatches. Twelve steam winches, steam windlass,
ash hoist with slioot overboard, steam-steering gear fitted
in engine-room, controlled from wheelhouse on upper flying
bridge and connected by rods and chains to double-armed
c|uadrant on rudder-head, arc supplied, driven from a Inrge
multitubular donkey boiler fitted on upper deck. Hand-
steering gear is fitted in house aft. Accommodation for twelve
passengers with saloon artistically panelled in polished oak,
bathrooms, pantry, etc., is fitted in large house on shelter-
deck. Captain's room, chart-room and office arc arranged
in house above saloon house, with a wheelhouse above.
The engineers and officers arc berthed in houses alongside
engine casing on shelter deck and the crew and petty
officers in the after end ol shelter deck. Steam heating and
complete sanitary .service are provided in accommodation.
Electric light will be installed throughout the vessel. The
propelling machinery will be fitted by IMessrs. George Clark,
Ltd., and consists of triple-expansion engines with cylinders
27 in., 4% in. and 74 in. diameter and a stroke of ;i inches,
taking steam from three large multitubular boilers of 180 lbs.
pressure and fitted with Howden's forced draught. Messrs.
Wailes. Dove & Co.'s " Bitumastic " enamel was applied to
boiler-room tank and bunkers.
Lexie. — On January 31st, there was launched on the Wear
a steel screw steamer, built to the order of Messrs. Alfred
Laming & Co., of London. The dimensions are as follows : —
Length, 363 ft. ; breadth, 50 ft., and depth, 25 ft. iii in.
The vessel has been built under the special survey of Lloyd's
Register to take their highest class. The engines will be
supplied from Sunderland, the cylinders being 24J, 40 and
66 inches, with a stroke of 45 inches, supplied with steam
from extra large boilers working at 180 lbs. pressure, and
calculated to give a speed of 10 knots with an economical
consumption of coal. Messrs. Wailes, Dove & Co.'s " Bitu-
mastic " enamel was applied to boiler-room tank, and their
" Bitumastic " covering to tank top in Iioiler-room.
August. — On February ist, Messrs. William Gray & Co.,
Ltd., launched the steel screw steamer August, which they
have built to the order of Jacob Christensen, Esq., Bergen,
Norway. She will take the highest class in the British Cor-
poration Register, and is of the following dimensions, viz : —
Length overall, 422 ft. 6 in. ; breadth, 54 ft. ; and depth,
26 ft. II in., with two decks laid, long bridge, poop and top-
gallant forecastle. The hull is built with deep bulb-angle
frames, clear holds, cellular double bottom and large aft and
fore-peak ballast tanks, ten steam winches exhausting into a
winch condenser, steam-steering gear amidships, hand screw
gear aft, patent direct steam windlass, shifting boards,
stockless anchors, telescopic masts with fore and aft rig,
boats on deck overhead and ventilation for the Eastern
trade, electric light and all requirements for a first-class cargo
steamer. Triple-expansion engines are being supplied by the
Central Marine Engine Works of the builders, having cylinders
26 in., 42 in., and 70 in. diameter, with a piston stroke of
48 in. and four steel boilers for a working pressure of 180 lbs.
per square inch. Messrs. Wailes, Dove & Co.'s " Bitumastic "
Enamel was applied to bunkers, tank under main and donkey-
boilers, also ship's sides in way of saloons and deckhouses,
and their " Bitumastic " covering to tank top in boiler-room.
Petrel. — On Februarv ist, Messrs. Osbourne, Graham & Co.
launched from their yard at Hylton the steel screw steamer
Petrel, which they have specially constructed for the Argentine
and Brazilian coasting trade, to the order of Messrs. C. H.
Pile & Co., of London. The vessel is I9.^ ft. by 36 ft. by
10 ft. 6 in. moulded, and has been designed to carry a large
cargo on a very shallow draught. The accommodation for
captain, officers and a few passengers has been tastefully
fitted up in hardwood round the engine casing. The vessel
is equipped with the latest apphances for quick and economical
handling of cargo, and will meet the requirements of her trade
in every way. Powerful engines are to be fitted aft in the
vessel by Messrs. Richardsons. West.earth & Co.. Ltd., of
Middlesbrough.
Amicus. — On February 1st, Messrs. Craig, Taylor & Co.,
Ltd., launched from their Thornaby shipbuilding yard,
Thornaby-on-Tees, a handsomely modelled single-deck screw
steamer of the following dimensions, vi'. : — 36S ft. by 50 ft.
by 25 ft. 8 in. moulded. She is built of steel to the highest
class in Lloyd's Registry, under special survey, and has
poop, bridge and topgallant forecastle ; water-ballast in
double bottom fore and aft and in peaks. She is equipped
with patent direct steam windlass with quick warping ends,
steam-steering gear, six special steam winches, exhausting
back to separate conden.ser in engine-room ; large multi-
tubular donkey boiler of the marine t^T^e ; steel shifting
boards in holds for carrying grain cargoes ; telescopic inasts
to Manchester Ship Canal requirements, double derricks,
and latest improved gear fitted for rapid loading and dis-
charging. She is also fitted up with special accommodation
in the poop for apprentices and petty officers. Her engines
have been constructed bv Messrs. The North-Eastem Marine
Engineering Co., I,td., Sunderland, the cylinders being 25 in.,
42 in., 6S in. by 45 in., with two large steel boilers working
at 180 lbs. pressure, with large evaporator, feed heater, and
patent steam ash hoist. The vessel has been built to the
order of Messrs. W. H. Seager & Co., for Messrs. The Tempus
Shipping Co., Ltd., of Cardiff, under the superintendence of
Messrs. H. T. ft F. G. Daniel, consulting engineers. Cardiff,
and is the second steamer built by Messrs. Craig, Taylor ct Co.,
Ltd., for the same firm.
Daphne. — On February 2nd, there was launched from the
yard of the Sunderland Shipbuilding Co., Ltd., a steel screw
steamer, length between perpendiculars, 257 ft. ; breadth
extreme, 35 ft. and 17 ft. deep, having raised quarter-deck,
bridge and topgallant forecastle, built to Bureau Veritas
highest class, under special survey. The vessel will carry
2,100 tons deadweight, upon a light draught, and is fitted
with water-ballast in cellular bottom and peak tanks. The
saloon is amidships, and is fitted up in polished hardwoods.
Four steam vinnches, steam-steering gear, and direct steam
windlass are fitted. The engines are by Messrs. The North-
Eastern Marine Engineering Co., Ltd., Sunderland, and have
cylinders iqi in., 32 in. and 53 in. by 36 in. stroke, steam
being supplied by two large boilers, working at a pressure of
I So lbs. per square inch. The vessel has been built to the
order of Messrs. G. Lamy & Co., of Caen, for whom the
builders have previouslv constructed six steamers.
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
309
Beru. On February 2nd, there was launched from the
shipyard of .Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely modelled steel screw trawler, the principal
dimensions being 1 15 ft. by 21 ft. 6 in. by 12 ft. 3 in. moulded.
The vessel has been built to the order of Messrs. Baker and
Grant, of Grimsby, and will be iitted with powerful triple-
expansion engines' by Messrs. C. 1>. Holmes & Co., Ltd., of
Hull, and is replete with all the latest improvements for j
tisliing purposes.
Gaythorn.— On February 4th. .Messrs. \V. Harkess & bon,
Ltd., launched from tlieir yard at Middlesbrough, the large :
hopper-barge Gaythoni, which has been built to the order
of Messrs. Ldnuind Nuttall & Co.. of Manchester, on whose
contract at Messrs. Armstrong, Whitworth ic Co.'s new yard
at \\'alker-on-Tyne the bargeVill be employed. The vessel,
which is exceptionally strong and well equipped, is built
to Lloyd's 100 Ai class. She is designed to carry 1,500 tons
on 12 ft. 6 in. draught and is amongst the largest craft of I
her kind in the kingdom. Her dimensions are : — Length,
iSo ft. ; breadth, 36 ft. 6 in., and depth, 14 ft. moulded.
It is interesting to note that the builders have launched this
vessel and will deliver her complete on the Tyne withm the
contract time of twelve weeks from date of order, whilst it
is expected that a sister vessel will be launched and delivered
bv them in the next fortnight, also within the contract time.
M'essrs. Harkess state that they have never once exceeded
their contract dates during the past three years, an almost
unique record, which they say is largely due to the splendid
loyalty of their staff and workmen, with whom they have
never had a single dispute during this period.
Walter Dammeyer. — On February 13th, there was launched
from the yard of Messrs. The Sunderland Shipbuilding Co.,
Ltd., a steel screw steamer, length between perpendiculars,
205 ft. ; breadth extreme, 30 ft. 6 in. : and 15 ft. deep;
having raised quarter-deck, bridge and topgallant forecastle.
Built to Lloyd's highest class, under special survey, the vessel
will carry 1,200 tons deadweight upon a light draught, and
is fitted with water-ballast in cellular bottom and peak tanks.
The saloon is amidships, and is fitted up in polished hardwoods,
four steam winches, steam-steering gear, and direct steam
windlass are fitted. The engines are by Messrs. The North-
Eastern Marine Engineering Co., Ltd., Sunderland, and have
cylinders i6| in., 26 in. and 43 in. by 30 in. stroke, steam
being supplied by two large boilers working at a pressure of
iSo lbs. per square inch. The vessel has been built to the
order of Messrs. The Lynn and Hamburg Steamship Co.,
Ltd., of King's Lynn, and during construction has been
inspected liy Geo. H. Strong, Esq., of Hull.
Auguszta Foherczegno. — On February 4th, Messrs. WiUiam
Dobson & Co. launched from their shipbuilding yard at
Walker the large steel screw steamer A iigiiszia Foherczegno,
which they have built to the order of .Messrs. The Hungarian
Levant Steamship Co., of Budapest. The dimensions of
the vessel are : — Length between perpendiculars, 378 ft. ;
breadth, 53 ft. 3 ins. ; and depth moulded, 26 ft. 11 ins. The
deadweight carrying capacity is over 7,500 tons on an excep-
tionally light draught of water. The steamer is constructed
to the highest class at Lloyd's on the single-deck principle,
with long bridge extending from foremast to mainmast.
There are five large hatches, with ten steam winches. A
large amount of water-ballast has been arranged for, there
being a special deep tank in addition to the ordinary ballast
in bottom and peaks. The propelling machinery is being
constructed by Messrs. The North-Eastern Marine Engineering
Co., Ltd., Wallsend, and is of the triple-expansion type,
having cylinders 24 in.. 39 in., 66 in. diameter by 45 in.
stroke, with three large boilers to propel the vessel ten knots
per hour. This is one of the largest vessels yet built for the
Hungarian mercantile fleet.
Bra-Kar. — On February 14th, there was launched from
the yard of Messrs. The Tyne Iron Shipbuilding Co., Ltd.,
W'illington Quay-on-Tyne. a large steel screw steamer for
the Fred. Olsen Line, of Christiania. The vessel is built
to the highest class under the Norske ^■eritas classification
and is of the following dimensions, vh .: — Length overall,
about 400 ft. ; breadth e.xtreme, 51 ft. ; depth moulded,
29 ft. 9 in. She is built with two complete decks laid with
poop, bridge and forecastle, and has water-ballast fitted right
fore and ait on the cellular system and is also fitted with all
modern improvements for the rapid loading and discharging
of cargo, including ten double-cylindeied steam winches.
direct-acting steam windlass, steam-steering gear by Messrs.
John Lynn iS: Co.. Ltd., \\ith right and lelt screw gear aft.
She is fitted with auxiliary winch condenser of large size,
double derricks to all main cargo holds, derrick tables on
masts with span outriggers at mast-heads, derrick posts on
bridge for dealing with the cross bunker hatch and is fitted
complete for carrying grain and has large electric light
installation and steam heating arrangements to the accommo-
dation, and is in all respects an exceptionally good example
of the modern cargo steamer, carrying about 8,000 tons
deadweight. The engines, which are to be supplied by
Messrs. John Dickinson A- Sons, Ltd., of Sunderland, are of
the triple-expansion type, having cylinders 26 in., 42 in. and
71 in. by 48 in. stroke with three large single-ended boilers
Working at 180 lbs. pressure.
LAUNCHES— Scotch.
Cap Ortegal. — On January 30th, a steel .schooner-rigged
steamer ol about 5,030 tons gross, named Cap Ortegal, was
launched at Port Gla.sgow, for Mes.srs. The Lyle Shipping
Company. The port of registry is Glasgow. Messrs. Wailes,
Dove & Co.'s " Bitumastic " enamel was applied to boiler
and engine-room tanks, engine-room tank top, deep tank
and bunkers, and their " Bitumastic " covering to boiler-
room tank top.
Hildebrand. — On February 8th, there was launched on
the Clyde a steamer named Hildebrand, which has been built
to the order of the Booth Steamship Company, Liverpool.
She is a twin-screw steamer of 10,000 tons gross, 440 feet in
length, 54 feet in breadth moulded, and 38 feet in depth
moulded to shelter deck. Accommodation is provided for
200 first-class and nearly 400 third-class passengers, while
the vessel has large cargo-carrying capacity. Wireless tele-
graphy and equipment for submarine signalling have been
provided. The machinery consists of twin sets of quadruple-
expansion engines. Messrs. Wailes, Dove & Co.'s " Bitu-
mastic '.' enamel was applied to the bunkers, insulated
chambers and ship's sides in engine-room, and their " Bitu-
mastic " covering to tank top in boiler-room.
Berwick Law. — A large steamer, named Berwick Law, has
been recently launched at Scotstoun. She has been built
under special survey to take the highest class at Lloyd's,
and is to carrv 8,300 tons of deadweight cargo. Her dimen-
sions are : — Length, 404 ft. ; breadth, 53 ft. ; depth, 28 ft.
3 in. Messrs. Wailes, Dove & Co.'s " Bitumastic " covering
was appUed to tank top in boiler-room and their " Bitumastic "
enamel to boiler-room tank and bunkers, and Messrs.
Matthew Keenan & Co., Ltd., are engaged in covering all
the boilers and pipes on board.
Bopple. — At Ardrossan there has been recently launched
the screw steamer Bopple, built to the order of Messrs. Wilson,
Hart & Co., Maryborough, Queensland. The vessel has
been constructed to class 100 A I at Lloyd's.
Edavana. — There has been recently launched on the Clyde
a twin-screw steamer of 5,000 tons built to the order of
Messrs. The British India Steam Navigation Company for
their Eastern trade. The vessel measures 412 ft. in length,
52 ft. 6 in. in breadth, and 36 ft. in depth. She is fitted with
accommodation for fifty first-class and forty second-class
passengers and a large number of native passengers. The
vessel was named Edavana. The machinery is designed to
give a speed of 14 knots. A sister ship, the Elephanta, is
now under construction.
Steam Trawler. — Messrs. Hall, Russell & Co., Ltd.,
Aberdeen, recently launched a trawler for Messrs. John
Lewis & Sons, Ltd., Aberdeen. The dimensions are : —
Length. 125 ft. ; breadth, 23 ft. ; and depth, 13 ft. 6 in.
The vessel will be the largest trawler in .Aberdeen. The
engines will be supplied by the owTiers.
Ussa. — On February 15th, Messrs. The Clyde Shipbuilding
and Engineering Co., Ltd., Port Glasgow, launched a steel
screw steamer for the Baltic trade. The vessel is 295 ft.
by 43 ft. by 29 ft. 6 in., and has been constructed to British
Corporation highest class, under the superintendence of Mr.
T. B. Stott, of Liverpool. The vessel was named Ussa by
Mrs. T. B. Stott. and immediately after the launch was placed
in the Company's dock to receive her machinery, which has
also been constructed by the builders.
310
THE MARINE ENGINEER AND NAVAL ARCHITECT. March, 1911.
LAUNCH Irish.
Neleus.— Oil January 31st, shortly before high water,
Messrs. Workman, Clark & Co., Ltd., Belfast, launched
from their North Yard the steamer Wclcus, built to the
order of Messrs. Alfred Holt & Co., Liverpool, this being
the twenty-eighth vessel constructed by them lor Messrs.
Holt A Co/s Blue Funnel Line. The new vessel is a duphcate
oi the steamers Peiseus and Theseus which were built by
Messrs. Workman, Clark & Co. about three years ago, and.
like them, is intended for service to the Far East. The
Neleus is 457 ft. in length, with a gross tonnage of about
6 700, and has been constructed on the fore and aft girder
principle, which ensures unobstructed cargo space in the
holds and 'tween decks, thus facilitating the stowage of the
largest class of goods. The cargo space is divided into four
mam compartments and two smaller ones, the latter being
also arranged for use as water-ballast tanks. Each of these
compartments is furnished with exceptionally large hatchways
equipped with steam winches, derricks, and other appliances
necessary for dealing expeditiously with a large general
cargo. Accommodation for a number of saloon passengers
is provided in state-rooms on the boat deck, and for steerage
passengers in the forecastle, while the after end of the main
deck is arranged for emigrants. Separate galleys and lava-
tories are provided for each class of passengers, and the
ventilation of the accommodation throughout has received
special attention. The propelling machinery consists of a
set of triple-expansion engines complete with the nece.ssary
auxiliaries and supplied with steam from two single-ended
multitubular boilers.
TRIAL TRIPS.
Elizabethville.— Recently the Elder-Dempster liner Ehza-
bethvtUe ran her speed trials on the Firth of Clyde. She has
been built by Messrs. Alexander Stephen A: Sons, of Govan,
and has proceeded to Antwerp, where she will load for her
maiden voyage to the West Coast of Africa. See November
number for Launch.
Sachsen.—On January 21st, this large steel screw steamer,
which has been built by Messrs. Harland & Wolff. Ltd.,
for the Hamburg-Amerika Line, went out on her trials, and
subsequently left for Antwerp and Hamburg. The Sachsen
is 470 ft. long, ;S ft. beam, and about S.ooo tons, and has
been specially designed for the Eastern trade. She is of the
three-deck type, with poop, bridge and forecastle, and is
of very strong construction, built to the highest class of
British Lloyd's, Germanischer Lloyd's, and to the require-
ments of the See-Berufsgcnossenschaft, Hamburger Baupolizei
and other German authorities. She has seven watertight
bulkheads extending to the upper deck, steel decks and
cellular double bottom extending right fore and aft. The
new vessel has four steel pole masts, fore and aft schooner
rig, and three derrick posts fitted with steel tubular derricks.
There are in all twenty-one derricks, including 40-ton and
2 5 -ton derricks, the facilities for working cargo being excep-
tionally good. The vessel has seven large cargo hatches,
and the winches, windlass and steering gear are of the latest
type. The ship has a complete installation of electric light,
also Suez Canal electric projector. The Sachsen is fitted
with quadruple-expansion engines on the "balanced"
principle, also constructed by Messrs. Harland iV Wolff. Ltd.
Arankola. — This vessel has just carried out a series of
trials on the Clyde, when the machinery worked in a most
satisfactory manner and a speed in excess of that contracted
for was attained. The Arankola has been built and engined
by Messrs. Workman, Clark & Co., Ltd., Belfast, to the order
of Messrs. The British India Steam Navigation Co., Ltd.,
and is 404 feet in length, with a gross tonnage of over 4,000
tons. For further description of the vessel see December
issue.
Medlierraneo. — On January 24th, the s.s. Mediterraneo,
built by Messrs. William Doxford & Sons, Ltd., Sunderland,
for the Societa .\nonima di Navigazione a Vapore " Lussino "
of Lussinpiccolo, ran a successful fully-loaded sea trial, when
a mean speed of 1 1 knots was attained. For launch see
January issue.
Batlscan. — On January 31st, the s.s. Batiscan left the Wear
for her official trials. She has been built by Messrs. Short
Brothers, Ltd.. at Pallion, Sunderland, to the order of Messrs.
E. F. & W. Roberts, of Liverpool, and is constructed on the
Isherwood system, with single deck, poop, fore and aft bridge-
deck and topgallant foreca.stle. Taking Lloyd's highest
class, her leading dimensions are : — Length, 3S0 ft. ; beam,
52 ft. ; and depth moulded, 30 ft. g in. ; and she carries a
deadweight cargo of 7,850 tons on a moderate draught of
water. The vessel has been specially designed to be chartered
by the Dominion Coal and Iron Co., of Sidney, C.B., Canada,
and is arranged with ten very wide hatches, with wing
tanks, and with holds clear of all obstruction, so as to be
entirely self-tnmmmg. These hatches are fitted with steel
hatch covers, hinged at one end of hatch so that all hatches
can be ready for handling cargo within a few minutes of
arrival at loading or discharging port. Water-ballast is
carried in double bottom full width of ship, in fore and after
peaks and in corner wing tanks along holds and machinery
I space, amounting in all to over 2,600 tons. This large
1 quantity of ballast and its disposition will make the steamer
safe and easy when running light. Accommodation for
officers, with saloon panelled in oak, is provided in steel house
on forward bridge deck, with captain's room, pilot's room
and office m steel house above, and above this, captain's
house, a teak chart and wheel-house with flying bridge is
placed. The engineers are berthed in houses alongside of
casing on after bridge deck, and crew and petty officers in
forecastle. A sanitary service is installed throughout
captain's, officers' and engineers' accommodation. Steam
windlass, steam steering gear placed in engine-room, controlled
j from wheel-house and connected to quadrant by rods and
I cabins, hand-steermg gear aft and steam ash hoist, are
supplied. The propelling machinery has been fitted by
Messrs. The North-Eastern Marine Engineering Co., Ltd.,
of Sunderland, and consists of triple-expansion engines with
cyhnders 26 in., 44 in., y^ in. diameter and a stroke of 48 in.,
driven by three large multitubular boilers, working at 180 lbs.
pressure,' and fitted with Howden's system of forced draught.
The trials proved in every way satisfactory, a mean speed
of I2|- knots being attained.
Argentine Transport.— On 4th February, the large steel
screw steamer Argentine Transport, built to the order of
Messrs. Furness, Withy & Co.. Ltd., for Messrs. The Empire
Transport Co.. Ltd., London, proceeded on her trial trip in
Hartlepool Bay. The trial was in every way satisfactory, a
speed of 12 knots being maintained. This vessel, carrying
8,250 tons, was launched on January 14th, thus establishing
' a specially good record for finishing a boat of this size. For
Launch see February issue.
Smiths Doclcs No. 2.— The new launch tug Smiths Docks
No. 2 is fitted with a 40 B.H.P. Bohnders two-cyhuder direct
reversible crude oil engine, and is intended as a shipyard
tender at Middlesbrough for the Company from which she
takes her name. The boat proved a great success on her
recent trials, which were run on the Lower Reaches of the
Thames; her speed e.xceeded the contract guarantee of
lo^- miles an hour. Her consumption was under 2-9 imperial
gallons of fuel oil per hour. The boat can be entirely navigated
by one man ; all the levers controlling the engine are brought
into the steering house, which enables the steersman to
manipulate his engine at will.
Endeliffe.— At the beginning of February the s.s. Endcliffe,
built at Maryport and engined by Mr. James Ritchie, Glenavon
Engine Works, Partick, ran trials on the Clyde. These
consisted of a six houis' run at full power, and a speed test
of six runs over the measured mile. The engines worked
throughout satisfactorilv, and the guaranteed speed was
exceeded by over a quarter of a knot. The vessel was built
to the order of Mr. Thomas Ward, of Sheffield, and is specially
constructed for carrying heavy loads of scrap iron. For
Launch see December, 19 10, issue.
Rio MachadO.— The twin-screw steamer Rio Machado,
580 tons gross, built by Messrs. Ritchie, Graham, and Milne,
Whiteinch, for service on the Amazon, ran her trials on the
Garloch recentlv in tempestuous weather. A speed of fully
13 miles per hour was obtained, being fully half a mile in
excess of the contract speed. Engines of the triple-expansion
type, with large return tube boiler, developing over 900 I.H.P.,
were supplied by Messrs. J. G. Kincaid & Co., Ltd., Greenock.
March, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
3"
Armanistan. — On February loth. the large steel screw
steamer Aiwnnistan, built by Messrs. Wm. Gray & Co., Ltd.,
for Messrs. Frank C. Strick & Co.. Ltd.. of London, was taken
for her trial trip. The performance of ship and machinery
was very satisfactory, a speed of iv' knots being obtained.
Mr. Archibald Walker, who has superintended the construction
of the ship, represented the owners on the trial : Mr. James
Innes, Lloyd's Registry ; and Mr. Maurice S. Gibb, the
builders. For Launch see February issue.
Bayern. — On February i:th, the Bayern, a large steel
screw steamer, which has been built by Messrs. Harland and
Wolff, Ltd., for the Hamburg-Amerika Line, went out on
her trials, and subsequently left for .Antwerp and Hamburg.
The Bayern. which is a sister-ship to the Sachsen. built recently
for the same firm, is 470 ft. long, 58 ft. beam, and about
8.000 tons, and has Iseen specially designed for the Eastern
trade. She is of the three-deck type, with poop, bridge and
forecastle, and is of very strong construction, built to the
highest class of British Lloyd's, Germanischer Lloyd's and
to the requirements of the See-Berufsgenossenschaft. Ham-
burger Baupolizei and other German authorities. She has
seven water-tight bulkheads, extending to the upper deck,
steel decks and cellular double bottom extending right fore
and aft. The new vessel has four steel pole masts, fore
and aft schooner rig, and three derrick posts fitted with steel
tubular derricks. There are in all twenty-one derricks,
including 40-ton and 25-ton derricks, the facilities for working
cargo bemg e.xceplionally good. The vessel has seven large
cargo hatches, and the winches, windlass and steering gear
are of the latest type. The ship has a complete installation
of electric light, and also Suez Canal electric projector. The
saloon is situated at the forward end of the bridge deck, the
captain's and officers' quarters adjoin the saloon, and the
engineers' quarters are at the after end of this deck. The
crew's accommodation is under the forecastle deck. The
Bayern is fitted with quadruple-expansion engines on the
" balanced " principle, also constructed by Messrs. Harland
and Wolff, Ltd
Wilson, P. H .. 2C London
Windram. .\. K. 2C London
janu.iry 26th
BOARD OF TRADE EXAMINATIONS.
191 1, Extra First Class.
Feb. 2nd— Black, W. .. Ex iC N. Shields
2nd— Gibson, VV S Ex iC W. Harfl
2nd — Kingdom, R. .. .. Ex iC bouth'ton
,, 2nd — Lawrance, A. .. .. Ex iC Glasgow
2nd — Ray, DR. .. .. Ex iC London
2nd — Rogers, W. P. .. .. Ex iC Falmouth
2nd — Sumner, G. .. .. Ex iC Liverpool
2nd — Turner, W. .. .. Ex iC London
2nd— Wrightson, T. H. Ex iC W.Hart'l
Note — iC denotes First Class ; 2C Second Class.
January 19th, 191 1 Laird, J iC Leith
Learmont, J. . . iC Glasgow
Anderson, J- A. iC Liverpool M'Donald, J. . . 2C Glasgow
Anderson, T. C. 2C N. Shields Mason, \V iC W. Hart'l
Archibald, A. J. iC London Muscat, R iC London
Arthur, J. M, .. iC Leith Odgers, B 2C London
Baker, F iC N Shields Pass, J. C 2C Liverpool
Bebbington, G. iC Liverpool Patterson, H. G. 2C N, Shields
Bewley, J iC Li%'erpool Pollock, J . . . . 2C London
Binnie, A iC Leith Raine, T 2C N, Shields
Brown, P 2C Leith Ramsay, A 2C Glasgow
Campbell, D. .. iC Liverpool Ryan. D. J 2C Cardiff
Coutts. CM... iC Leith Scougall, H. . . 2C (Glasgow
Dalgleish. T. .. iC Leitli Slade. A. F. .. 2C South'ton
Davidson, J ..iC W.Hart'l Smith, F. G. B. iC Cardiff
Davies, W.H. iC Cardiff Spendley, N. Y. 2C N. Shields
Drew, H 2C N Shields Stewart, J.M, iC London
Foster, J 2C Liverpool Stott, W 2C Glasgow
Frogley. J. \-C.. 2C London Strang, D. R. . 2C London
Gilmour, R .. iC Leith Tomlinson, F.L. 2C W. Hart'l
Griffiths, H M. 2C Liverpool Turnbull, W.M. iC Liverpool
Griffiths, J. R. 2C Liverpool Vardv, W 2C N. Shields
(Iriffiths, P . . . . iC Cardiff Walker, A. C. . . 2C W, Harfl
narrower, P. M. iC Glasgow Watts, J. D. . . iC Cardiff'
Hart, T, S 2C W.Hart'l White, J iC Liverpool
Kerridge, G. 'V. 2C Liverpool Whytock, R. . . 2C Glasgow
Kindred, P. T. 2C South'ton Williamson, J. M. 2C Glasgow
Adam, W. G.
Affleck, B. J. ..
Alcock, J
Bradshaw, V. B
Bruce, R D ..
Cowper, D
Eraser, W
Geddes, AT...
Hagestadt, N.A,
Harries. J. R. . .
Harris, H. C . .
Hendry, A. .\.
Hill, A H, ....
Holmes, R. 1".
Innes, A I^ . .
Kydd. A
MacDonald, J,
Morrison, D, . .
Notting. H. G.
Paterson, J. A.
Patrick. R
Peters, W, R,..
Philip, D
Russell. H ..
I Sharp, H- B. .,
Shotton, J. W
Simmons. G. C.
Spears, F G.
Taylor, .-X ....
Taylor, H. A ..
j Taylor, H, B...
Th'yne, A.M..
Wade, C A. ..
Ward, W. H, ..
Wilcox, J
Wylie. S. W. ..
February
Atkins, H
.\ntoniades,P,G.
Ballantine, J. F.
Bond, R H. ..
Bowler, J. F. ..
Brookes, J. W.
Croll, J.J
Gumming. W. . .
Crosbie. H
Davis, J H
Donaldson, G
Douglas, J
Fallwell. A. E,
Flood, C. N. ..
Finnie, M
Grey, J. H
Gyte, S. J
Harvey, B ....
Hunter, J
Hyslop, T. W.
Inwood. J. M. . .
[ohnston, J.
Lawrence. C.W
Livingstone, J
Lofthouse, H, . .
Macdonald, J.. .
MacKeller, T. S
M'Donald, W
M'Farlane. K
M'Gilp, D. A,..
M ' Kersie , W . . .
M'Kie, W A. ..
Mills, P
Mitchell, J. M.
Morgan, E. B.
Morton, D. R
Neligan, J. W.
Oliphant, E. J.
Owen, R
Patersen, T. S.
2C Hull
2C Sunderl'd
2C Liverpool
2C Liverpool
2C London
iC N. Shields
2C Aberdeen
iC London
2C Hull
2C Liverpool
iC Hull
2C .Aberdeen
iC Bristol
iC Hull
iC Greenock
2C Liverpool
iC Greenock
iC Aberdeen
iC London
iC Greenock
2C Greenock
2C Liverpool
2C Sunderl'd
2C Sunderl'd
iC N Shields
iC N. Shields
2C Liverpool
iC Sunderl'd
2C Sunderl'd
?C Liverpool
iC N Shields
2C Greenock
iC Liverpool
iC Liverpool
2C Bristol
iC Liverpool
2nd.
2C N. Shields
2C Leith
2C Glasgow
iC Cardiff
iC London
iC London
iC Liverpool
2C Belfast
2C Liverpool
iC Cardiff
iC N, Shields
iC Glasgow
2C London
2C Glasgow
2C Glasgow
iC N. Shields
2C Liverpool
2C Liverpool
2C N. Shields
2C N. Shields
iC I^ondon
iC Belfast
iC F'al mouth
iC Glasgow
iC Li\'erpooI
iC London
iC Glasgow
iC London
2C South'ton
2C Glasgow
2C Belfast
2C South'ton
iC Liverpool
2C Glasgow
iC N Shields
iC leith
iC London
2C Cardifl
iC Liverpool
2C Glasgow
Paterson, J. . .
Powell. W
Red fern. N. R
Kennic. C -V . .
Richards. H J ,
Sawyer. H. I
Sharp, J
Sillars, N
Slatter, J. F. ..
Spence, A. F. . .
Swan, W G. ..
Tattersall, H. ..
Tidloch, J. ....
Tweedy, W. . .
Williams, M O.
Wilson, D, W.
Wilson, H. M.
Wright, T
Wright, W. H.
2C Liverpool
iC Cardiff
iC Liverpool
iC I.U'erpool
2C Cardiff
2C London
2C Leith
iC Glasgow
iC Cardiff
iC N. Shields
iC Glasgow
iC Liverpool
2C Glasgow
iC N. Shields
iC Liverpool
2C Leith
2C Leith
iC Belfast
2C N, Shields
February loth.
.'\nderson, E. . . 2C Liverpool
Barlow, G 2C N Shields
Berry, W. A. .. 2C Liverpool
Brett, C. B, . . . . iC London
Brodie. S. . . . i 2C Liverpool
Dempster, W A. iC Liverpool
Godfrey, R. G. iC London
Gyte, D iC Liverpool
Hull, H 2C London
Jones, E. P . . . . iC London
Lawrie, N. R... 2C Liverpool
Mahon, \ iC Liverpool
Mellor, j, D. .. 2C Liverpool
Musto, R W .. iC London
Phillips, R. P 2C N. Shields
Robertson, W,H,2C N Shields
Shields, G. R. . . iC Liverpool
Spencer, J D. 2C N. Shields
Thompson, G. iC N. Shields
Thompson, W. iC N. Shields
Turnbull, G. H. 2C N Shields
February i6th.
Agerskow, T. H. 2C Hull
Bargh, C t. .. iC Glasgow
Barr, T, 2C Glasgow
Bowman, J. Y. iC Greenock
Burbidge, L, . . 2C London
Clough, J. E. .. 2C N, Shields
Crossley. J B. iC London
Crossling, W. F. 2C London
Esson, S.J iC London
Gammon, R.W. iC London
Hallatt, A. L .. iC Hull
Heselton, T A iC Hull
Hodge, JR. . . 2C I^ondon
Humble, E. W. 2C N Shields
Kennedy, P .. 2C Greenock
Kilpatrick, S J. 2C Greenock
McArthur, .\... iC Greenock
McEwan, A. . . 2C N Shields
Mackay, W. .. iC Glasgow
McNicol, A. .. I C Glasgow
McStea, W, J iC N Shields
Mann. D iC Dundee
Morrison, K. E. iC Glasgow
Moses, S 2C N. Shields
Munro, R . . . . 2C Glasgow
Murray, L C... iC Hull
Noon.'M 2C N. Shields
Paxton. .\ 2C Glasgow
Paxton, D. M 2C Glasgow
Pybus, E. T. .. 2C Glasgow
Richards, W, D. 2C London
Robb, A. G .. iC Glasgow
Rookledge, F.O. 2C N. Shields
Sanderson, T. 2C Greenock
Shekyls, C C 2C London
Sloan, J . . iC Dublin
Smyth, S W .. iC Greenork
Theobald, L. .. iC Greenock
Ward, G. H. .. 2C; London
312
THE MARINE ENGINEER AND NAVAL ARCHITECT.
March, 1911.
The Marine Engineer and Naval
Architect Patent Record.
Compiled iiy Messrs. E. P. Alexander &■ Son, Chartered Patent
Agents, 306, High Holborn, London, W.C.
23,804. Screw propellers. — Comprises improvements in the
opera ting-meclianism ul leathering screw propellers. The
boss is formed in two jiarts a, b, secured together by set-
screws f, and providing journals e for the blades. Flanges
on the inner portion of the blade shanks have pins g, formed
integral with tliem and engaging slots i in a cam-plate i,
the longitudinal movement of which moves the blades from
the ahead to the astern position. The slots in the cam-plate
FIC.3
are specially shaped so that the effective radius is constant.
The outer edge is straight and radial for a short distance,
and then curved into the centre as shown, terminating in a
hole k. The cam-plate is guided by the operating-spindle /
and a prolongation ni. which slides in the cap. The boss is
secured to the shaft by the partly plain and partly screwed
portion, and by pins n, the plani portion being turned on the
outside to fit a flange bolted to the stern-post, so that a
recess Q is formetl to receive lubricant and prevent corrosion
of the shaft.
23,942. Steam-generators. — In the combustion chamber
of a maruie boiler n. two transverse drums c. e are fitted,
which extend for the whole width of the boiler, and
which are connected by straight tubes d. A pipe h con-
FIC.3.
lialtened tube plates, and are of sufficient size for a man to
enter to inspect and clean the tubes. The arrangement of
drums and tubes may be applied to the combustion of a
double-ended boiler.
24,019. Generating motive power for torpedoes, etc.
In apparatus for generating motive fluid lor torpedoes, etc.,
of the kind in which the motive power of compressed air is
increased by burning liquid fuel therein and by spraying
water into the hot combustion products, the fuel supply is
made directly dependent upon the water supply, so that
danger due to excessive temperatures consequent upon a
stoppage of the supply of water is avoided. Water may be
fed to the combustion chamber in the manner described in
Specifications No. 3495, A.D. 1905, and No. 15,997, A.D.
1906, for feeding fuel, or as described in Specification No. 6081 ,
A.D. 1907, for feeding both fuel and water. Water is forced
from the tank g, Fig. i, through a pipe /; into the combustion
chamber c by air taken by a pipe / from the connexion il
between the compressed-air reservoir a and the combustion
chamber c. A pipe k connected to the water-supply pipe It
conveys water to the bottom of the fuel tank ni. thus displacing
the fuel and forcing it through a pipe n into the combustion-
chamber. A pump X, Fig. 2, may be used to force the water
drawn, say. from the sea into the combustion-chamber.
When sea-water is used, a solution of alkaline carbonate or
hydroxide may be introduced into the combustion chamber,
or a part of the water from the pump may be diverted
through a vessel 3 containing an anti-corrosive liquid or a
soluble sohd. The pipe k, Fig. 2. opens beneath an inverted
bell / or other air-entrapping device, thus preventing air
from collecting at the top of the fuel tank. The fuel may be
forced from the tank m by a bag into which the water pipe
A opens, or the fuel may be placed in the bag and forced out
by water supplied to the tank. The water enters the com-
bustion chamber through a nozzle which discharges the water
in a direction tangential to the surface of the chamber.
nccts the lower drum c to the main boiler a ; the upper
drum e is connected by a series of tubes / and a pipe
g. A baffle i deflects the flames Irom the furnace hj on
to the lower parts ol the tubes d. The drums c, e have
Institute or M.\ki.ne Engineers.— The .\nuual Meeting
of The Institute ol Marine I'.ngineers will be held on March
roth.
Liverpool Engineering Society.— The ninth ordinary
meeting will be held on the 8th of xMarch, when Mr. J. K.
Catterson-Smith will read a paper entitled " The manufacture
of turbo-electric generators and some of their applications
to marine work."
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
313
The Marine Engineer
And Naval Architect.
LONDON, APRIL, 1911.
MARINE ENGINEERS' CERTIFICATES.
WE received in time for publication in our March
issue a copy of the new regulations issued
by the Board of Trade defining the conditions
to be complied with by candidates for engineers'
certificates, and in now commenting on the revised
regulations, we consider these are in the right direc-
tion. The lengthened sea service is a good step and
the encouragement given to attend a course of study
for a portion of the time, or three months at least, is
another good step. If the opportunity is taken advan-
tage of the alternative should be productive of good,
and help to promote a higher incentive towards pre-
paring for examination than the mere anxiety to get
enough material crammed into the mind for the pur-
pose of passing. A systematic course of study inter-
posed between the beginning of the stipulated
sea service and the examination — or within two
years of the latter — is calculated to add greatly to the
status and value of the certificate, presuming that the
course accepted by the Board of Trade is set at a
sufficiently high minimum, and the approved college
or school is conducted on systematic lines estimated
to give practical men a grip of the fundamental prin-
ciples on which practice is based, and sufficient know-
ledge of allied sciences to whet the appetite for more.
MARINE PROPULSION
THE development of marine propulsion is just now
passing through a very interesting and important
stage, and the results to be obtained in the near
future from the experiments being carried out may
possibly have a far-reaching effect in deciding changes
of mechanical transmission of an extensive character.
The reciprocating steam engine has practically main-
tained its position as the best all-round arrangement
for the majority of ships, while the steam turbine of
the type involving a high rate of speed has been
demonstrated to be uneconomical for direct driving
owing to the disparity which exists between the rate
of revolution of the turbine and that found by long
experience to be the best for the ordinary screw
propeller, and further, the non-reversibility of most
types of turbine. These features of the problem have
been dealt with in one or two ways ; for example, by
the combination of reciprocating engines with an
exhaust steam turbine, as installed on the Laurentic,
or by the interposition of some form of transmission
mechanism between the motive power and the pro-
peller. It will be remembered that the S.S. Vespasian
was fitted as an experiment with gearing between the
turbine and the propeller as a guide to the arrange-
ments to be fitted to two torpedo-boat destroyers at
present building on the Clyde. Last month two small
vessels were launched, one by Messrs. Maclaren
Bros., of Dumbarton, which is to be fitted with
electrical transmission gear between the engine and
the propeller, and the other by Messrs. Eltringham,
of South Shields, which is to be fitted with a system
of hydraulic transmission between the two elements.
It follows that the particular type of motive power
element is not of much moment in either of these two
experiments, as the problem is one of transmission
only. Then again, a further line of development is in
the direction of oil engines or gas engines applied on a
large scale. Some large vessels are already in the
course of construction which are to be propelled by
oil engines, and we understand that a vessel of 7,000
tons is to be built and fitted with Diesel engines.
With reference to oil, it seems to us that no marked
extension in this direction is likely until the question
of oil supply in large quantities all over the world has
been determined, but the conditions obtaining with a
gas engine are not the same, as the latter is practically
in the same position as the steam engine from the
standpoint of fuel. Of course, the broad point in the
matter is what are the most economical means for
transforming the heat energy of the fuel into
mechanical energy at the propeller in such a way as
to involve the greatest simplicity, the least risk of
breakdown, the universal availability of fuel for the
purpose, and the capacity of complying with all the
necessary conditions for manoeuvring the ship as far
as modern requirements demand. It will be recog-
nised that a single factor in the problem, such as the
type of turbine or transmission gear, or the type of
prime mover, whether steam, gas or oil-driven, will
not settle the main question, as one is only a variant
of the other, and so long as the simplicity of construc-
tion and easy handling of the reciprocating steam-
engine hold the position they do to-day, we venture to
think it will form the premier propulsive agent for the
mercantile marine for some time to come. The great
variety of the lines of development in the other systems
of propulsion certainly tend to show difficulties of
practical application of new arrangements rather than
the gradual evolution of any new system of propulsion,
as has been exemplified by the reciprocating steam
engine and screw propeller for close on a century.
THE NAVY ESTIMATES
THE Navy Estimates for the financial year
igii-i2 were published on March gth, together
with the explanatory memorandum of the First
Lord of the Admiralty. The total sum asked for is the
largest on record, even when allowance is made for
314
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
the fact that in 1904-5 — the next most expensive
year — nearly three and a half millions were devoted
to naval works, the money for which was raised by
loan. For the new financial year, ^'44, 392,500 is
taken in the Estimates, this figure being an increase
over that of the previous year of ;^3,788,8oo. This
increase, following on that of nearly 5^ millions in
1910-11, aroused some criticism, and a resolution
declaring that the increase in expenditure was viewed
with alarm, and ought to be diminished, was moved
in the House of Commons by Mr. Murray Macdonald.
Only fifty-six members voted for it, however, in a
House of 332, and the general opinion appeared to
be that, large as the Estimates were, they were no
larger than national needs demanded. As Mr. Money
said in a later debate, " no one who had spoken
against the Estimates had shown in what particular
they could be modified while securing the safety of
the nation."
The shipbuilding programme for igii-12 consists
of five large armoured ships, three protected cruisers,
one unarmoured cruiser, twenty destroyers, six sub-
marines, and two river gunboats, with a dep6t ship
for destroyers and a hospital ship. Provision is made
for the addition of 3000 to the personnel of the Fleet,
or a similar number to that added last )'ear. Indeed,
the programme is almost identical with that of
1910-11, the chief point of difference so far as fighting
ships are concerned being that only four cruisers are
included instead of five last year and six the year
before. The importance of a sufficiency of cruisers
for the protection of our trade routes was emphasised
during the debate on the Estimates by Mr. Eyres-
Monsell, himself a naval officer, who submitted that
the programme was totally inadequate in this respect.
In reply, the First Lord had no difficulty in showing
the House that at present we had an adequate
number of cruisers of all kinds for the protection of
the trade routes, the number being not far short of
100, besides thirty-four armoured cruisers of over 20
knots speed. As to the suggestion that other coun-
tries would arm their merchant ships, Mr. McKenna
admitted that they claimed this right, but if ever it
were exercised he considered we were fully equal to
dealing with the emergency.
Dealing with the argument that the large ships of
the " Dreadnought " type represent a great leap in cost,
Mr. McKenna gave some interesting figures as to the
comparative expenditure on these vessels and on their
predecessors of the " King Edward " class, both for
building and maintenance. The eight " Dreadnought "
battleships already built cost £"1,710,000 each, and
represented an outlay sufficient to build nine " King
Edwards." But the upkeep of the eight " Dread-
noughts " costs ^50,000 a year less than the upkeep of
nine " King Edwards." Thus for less cost the country
gets eight much more effective ships, carrying eighty
i2-in. guns and with a speed of 21 knots, instead of
nine ships carrying only thirty-six 12-in. guns, and
with a speed of i?>\ knots. Of the many other topics
discussed during the Navy Estimates debate, the
most important was that of our standard of relative
naval strength. Mr. Balfour pointed out that the
two-power standard in its old integrity had been
abandoned by the Government, which does not
include the American Navy in its calculations ; and
the new standard of a fleet sufficient to meet any
"reasonably probable combination" does not, like
the old, afford the layman a simple method of
estimating relative naval strength.
INSTITUTION OF NAVAL ARCHITECTS.
THE session for 191 1 will commence, as previously stated,
on April 5th at 11.30 a.m., in the Hall of the Royal
Society of Arts, John Street, Adelphi, London, and
will continue over the 6th and 7th of April. The programme
of proceedings will be as follows : — Wednesday, April 5th,
11.30, (i) annual report of Council, (2) election of president,
officers and Council, (3) election of new members, associate
members, associates and students, (4) scrutineers appointed
for next annual meeting, {5) alterations of rules required by
Incorporation under Royal Charter, (6) address by the
Chairman, and {7) presentation of the Institution Premium
to Mr. T. B. Abell, R.C.N.C.
The papers, which appear to be of a very interesting
nature, will then be read and discussed in the order and on
the dates given, .\pril 5th, " The problem of size in battle-
ships," by Prof. J. J. Welch, M.Sc, member of Council ;
" Twelve months' experience with geared turbines in the
cargo steamer Vespasian." by Hon. C. A. Parsons. C.B., etc.,
vice-president, and R. J. Walker, member ; " The National
experimental tank and its equipment," by G. S. Baker,
member. There wiU be no evening meeting on this date. On
Thursday, April 6th, morning meeting, the papers will be —
" Diesel engines for sea-going vessels," by J. T. Milton, vice-
president ; " The influence of longitudinal distribution of
weight on the bending moments of ships among waves." by
F. H. .\lexander, member ; " Considerations affecting local
strength calculations of ships," by J. Montgomerie, B.Sc.
Evening meeting, 7.30, " The acceleration in front of a pro-
peller," by R. E. Froude, LL.D., etc., hon. vice-president;
" An investigation into the stresses in a screw propeller
blade," by Eng.-Lieut. A. Turner, associate member. On
Friday, .\pril 7th, the papers will be — morning meeting, " Re-
sults of trials of the anti-rolling tanks at sea," by Dr. H.
Frahm, member ; " Steering-gear experiments on the turbine
yacht Albion." by H. S. Hele-Shaw, LL.D.. and F. Leigh
Martineau ; " Description of a stability and trim calculator,"
by S. B. Ralston ; " General propositions and diagrams
relating to the balancing of the four-cylinder marine engine,"
by C. E. Inglis, M..\. Evening meeting. 7.30 — " The deter-
mination by photo-elastic methods of the distribution of
stress in ships plating," by Prof. E. G. Coker. D.Sc; " Some
notes on a new design of merchant vessel," by M. Ballard.
In consequence of the lamented death of the late President
of the Institution (the Earl Cawdor) the annual dinner will
not be held this year.
The May issue of The Marine Engineer and Naval Architect
will contain a full report of the proceedings, and many of the
papers will be published in extenso.
Refrigerating Apparatus for Marine Transport.— Owing
to the pressure on our space, the continuation of this series of
articles has been omitted from this number, but will be con-
tinued later.
" .\PExi0R." — Messrs. J. Dampney & Co., Ltd., had a
highly successful exhibit of their various speciahtics at the
exhibition at Buenos .\yres. Their " Apexior " is well known
m the .\rgentine and a testimonial recently received froni
that Government speaks well as to the efficiency of " Apexior "
in preventing tlic adhesion of hard scale and in arresting
corrosive fittings in boilers.
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
315
THE FRENCH LINER " ROCHAMBEAU."
THE Rochambeau is the first liner of the French
mercantile fleet to be driven by a combination
of reciprocating and turbine engines, conse-
quently her trials will be watched with keen interest.
She is the first boat of her size and type built in
France, designed and engined by a French firm, viz.,
Chantiers et Ateliers de St. Nazaire-Penhouet, and
was launched on the 2nd March from the Atlantic
works of this Company, the launching weight being
7,000 tons. The vessel is intended for the Havre-
New York route, and is of the " Chicago" improved
type. Her main features are : Length between per-
pendiculars, 536' 6" ; breadth, 63' 8" ; depth from spar
deck level, 43' 4"; displacement, 17,300 tons ; I.H.P.,
1 2,500 tons; speed, 17 knots. The Rochamheau \shm\i
of steel, and is divided into thirteen water - tight
compartments. She is provided
and will have five steel decks,
for 420 first and second-class
tion to 1,450 steerage passengers.
of her machinery are : Diameter of the cylinders,
33-5", 49", 56" ; stroke, 39"; R. P.M. ,115; turbines —
diameter of rotors, 68" ; revolutions, 350 ; number of
boilers, 9 ; diameter and length of boilers, 16' 9",
11' 2" ; pressure, 2oolhs.
The owners and builders confidently anticipate low
cost of running while obtaining most efficient power.
with a double iiottom
and accommodation
passengers in addi-
The main particulars
QUALIFICATIONS FOR MARINE
ENGINEERS' CERTIFICATES.
THE new regulations issued by the Board of
Trade regarding the sea service required from
candidates for engineers' certificates of com-
petency which appeared in the last months number
of the Marine Engineer and Naval Architect will be read
with considerable interest by all those connected with
the mercantile marine.
The changes foreshadowed will not take effect until
January, 1915, thereby giving ample notice to
apprentices and others who may intend to become
sea-going engineers, and the chief alterations are as
follows : —
(i) The qualifying sea service for both first and
second-class certificates will be increased by one-half,
becoming eighteen months instead of twelve as at
present, in a foreign-gomg vessel, with an equivalent
extension in the home trade.
(2) Time spent at a technical school approved by
the Board of Trade for the training of marine
engineers will, under certain conditions, be accepted
in lieu of a portion, not exceeding one-sixth of the
required sea service, that is, in the foreign trade up to
a maximum of three months, the conditions named
being that three months' attendance at the school
shall count as equivalent to two at sea, that the
Principal's certificate for continuous and regular
attendance at all the approved classes and for satis-
factory progress shall be produced and that the school
time claimed shall have been within two years of
application to be examined.
Very few practical engineers, except, perhaps, some
of the juniors whose happy possession of their certifi-
cates will be somewhat postponed, will be likely to
raise any objections to the increase of the qualifying
sea service prescribed in paragraph (i).
The engine rooms of modern steamers, even of the
ordinary tramp class, contain an amount of main and
auxiliary machinery and appliances quite unknown in
the vessels of thirty years ago, and it is fairly obvious
that increased training and experience are necessary
to obtain the knowledge required for the satisfactory
working and upkeep of this increased mass of
machinery. The ordinary apprentice has, moreover,
in many cases, had no opportunity of seeing the
engines of a large steamship at work until he goes to
sea. He has therefore the whole of his duties in con-
nectiun with their working to learn after he gets
afloat, and when it is remembered that the possession
of even a second-class certificate entitles the holder to
go to sea in charge of the engines of a foreign-going
vessel of less than one hundred nominal horse-power,
it will probably be generally agreed that eighteen
months is by no means an excessive time in which to
gain the necessary knowledge, and that the increased
service demanded will make for increased efficiency
in those obtaining certificates.
With regard to the acceptance of technical school
time in lieu of sea service provided for in paragraph
(2), it may be said that when the proposals of the
Board of Trade first became known, some misap-
prehension on this point existed, and this portion of
the scheme did not in some quarters receive the same
cordial endorsement that was extended to the
remainder.
Jib
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
Time spent at technical schools approved by the
Board has for some considerable time been accepted
as part of the workshop qualification required from
candidates for engineers' certificates, and it was
thought that the intention was that attendance at the
schools already approved should also count in lieu of
sea service. This would undoubtedly have been open
to several objections, but it now appears that this idea
was a mistaken one. The establishments recognised
under the new scheme will, it is stated, be schools
"suitable for the training of mayiiie engineers," and
the approved course of study will be such as is fitted
to their special needs and circumstances. Manifestly
no manual instruction will be required, for the men
will be already trained mechanics, and it is understood
that having regard to the comparatively short time
they are likely to devote to it, the course of study will
be confined to the more elementary principles of
mechanics and mechanical science, a good grounding
in which would certainly be of great value to a young
engineer.
A few public Technical Schools already exist
specially designed to meet the wants of the seagoing
man and when such schools are accepted by the
Board of Trade the remission of sea service should
encourage the attendance of young engineers at them,
and also tend towards the establishment of other
similar institutions, or of special marine departments
in some of the existing Technical Schools in the
larger ports.
Nearly all the engineers going up for certificates
receive some preparation or coaching extending over
several weeks, or it may be months, and an important
part of the work of the approved marine school will
probably be the preparation of candidates for examina-
tion, such as is already undertaken by the public
marine schools referred to. It is, however, indicated
in the notice published by the Board of Trade, that
in order that attendance may be accepted in lieu of
sea service, an approved course of general mathema-
tical and scientific instruction must be taken, for
which the Principal's certificate for regular attendance
at all the approved classes must be produced, and it
is understood that any special preparation for examina-
tion will be required to be additional to and distinct
from the approved course. Coaching for examination,
which is always liable to degenerate into mere cram-
ming, will in the approved schools be supplemented
by a wider range of definite scientific teaching, and
as this will be accompanied by an increase of 25 %
and upwards in the candidate's sea service, the nett
result of the Board's proposals should be to promote
a higher intelligence and efficiency among those who
obtain certificates as marine engineers.
It is well known that the regulation permitting the
substitution of attendance at approved Technical
Schools for workshop service is not very largely taken
advantage of by young men who intend to go to sea,
hut the present scheme appeals directly to the marine
engineer, and will, it is hoped, supply him with an
inducement to obtain increased technical education,
and while the standard of practical training
hitherto enforced will not only be fully maintained
but increased, facilities will be given to the coming
engineer to equip himself with a better knowledge
and more scientific understanding of the machinery
and appliances placed, in his charge, on which the
economical and successful working of the modern
ship so greatly depends.
THE "HERCULES" AND "NEPTUNE."
THE Hercules and her sisters, the Colossus and
Neptune, may be said to represent the final de-
velopment of the type of which the Dreadnought
was the precursor. With them the battleship carrying
the standard dreadnought armament often 12 in. guns
reaches its apotheosis in the British Navy, and the
Orion and her sisters which follow them will be
altogether of a larger and different type, carrying ten
13-5 in. guns, all arranged along the centre line.
In making a comparison between the Dreadnought,
the six ships of the " Bellerophon " and " St. Vincent "
classes which followed her, and the Hercules, we find
that two radical alterations have been made in the
method of gun disposition. It will be remembered that
the former ships carried their two amidship guns in
the same cross-deck section with superstructure inter-
vening so that they could not be brought to bear upon
the opposite broadside, while the two after guns, being
both on the same upper-deck level, had consequently
rather limited arcs of fire, the concentration bemg six
guns ahead and astern, and eight on either beam.
This arrangement may not seem ideal on paper
when compared with that which has been introduced
into the Hercules, but there is no doubt that in actual
practice it is the best possible distribution that could
have been selected at a time when data regarding the
effects of super -firing and cross-deck firing of guns
was lacking. The last ships mounting their big
guns en echelon were the old " Inflexible " and
"Colossus" classes, and the results obtained when
these indulged in cross-deck firing showed that
excessive strains were thrown upon the hull-side
and deck structures. With modern weapons these
would naturally be accentuated, and consequently
no attempt was made to waste length, beam and
displacement in the Dreadnought by giving her en
echelon turrets, which, although adding to her value
on paper, might prove of little value in practice.
Contemporaneously, the Michigan class carrying
eight 12 in. pieces mounted in super-firing turrets were
projected in the U.S.A., and their advent was watched
with interest. American designers had previously
experimented with double-decked turrets in the " Kear-
sarge" and " Georgia " classes, but with only qualified
success — the strain on the mountings was too great.
The Michigan was a bold attempt to obtain the maxi-
mum concentration of fire from eight guns on a
minimum of length and displacement, and results soon
justified expectations. By keeping the turrets close
together so that the great force of the firing blast was
expended in front of and not directly above the under-
neath turret, it was found that no great inconvenience
was caused to the men below, while the arc of fire and
non-interference in training was at a maximum. This
having been demonstrated, and borne out by the pre-
liminary experiments conducted in this country in
connection with superfiring guns in the Brazilian
battleships of the " Minas Geraes" class, the Admiralty
felt justified in rearranging the gun positions of the
" Neptune " class so that the after guns should have the
increased all-round fire,
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
317
Meanwhile, cross-deck firing experiments had been
made in the battle-cruisers of the " Invincible " type,
whose amidships turrets were set slightly en echelon, so
that a limited ofT-side bearing was possible. The design
was not of the best as the turrets were not widely
enough separated, but it was decided that by correcting
this fault and strengthening the decks somewhat, the
arrangement could be introduced into the Neptune with
advantage.
So much for the factors that led to the evolution of
the design. The measure of the success attained with
the novel disposition of guns is not yet known. True,
the gun trials are said to have been a success, but
what firing tests — such as discharging all ten guns on
step onwards from the Neptune would be twelve guns,
the extra couple being mounted on the forecastle,
behind and tiring over the foremost turret — the dis-
position in the new Argentine ships of 27,000 tons.
Now the Orion is simply this with the one amidship
turret deleted and the other brought into the centre-
line : later and bigger " Orions " may carry twelve
i3'5 in. guns, and should the en echelo7i prove a practical
success there seems no reason to suppose that their
guns may not be mounted on the same plan as are
those in the Argentine ships. When all is said and
done, the question is of no mean importance. The
" all-centre-line " sacrifices end-on fire, and the value
of axial concentration in the case of pursuit actions is
H M S. Hercules
the broadside simultaneously — were made, has not yet
been made public, and the ship is now engaged upon
an extensive cruise on which she will be put through
exhaustive gun trials.
How much the results will affect future designs is
an open question. The "all-centre-line" distribution
of turrets, introduced by the designers of our earliest
turret ships, resurrected by the U.S.A. for the " Michi-
gans" and now re-introduced in the "Orion" class,
will not be lightly abandoned unless it can be shown
that cross-deck firing can be carried on without strain-
ing the ship less than has hitherto been the case.
Of course, the question naturally arises: Why
should the Admiralty have dropped the Neptune design
in favour of the " all-centre-line," without first testing
the value of the former ? Of course, such may not
really have been the case. It is obvious that the next
not to be disregarded. Only by yawing about 30'', and
consequently losing speed, could the " Orions " centre
and after turrets be trained ahead, while the Neptune
could bring eight guns to bear upon most points,
without much manoeuvring.
Before leaving the subject it may be of interest to
note that besides the Argentine ships, the German
Von der Tann, Moltke and, from all accounts, the latest
battleships will have an en echelon arrangement amid-
ships, as have also the Spanish " Espana " class, and
according to latest reports, the four new Russian
" Polavas." Following the U.S. lead, the Italians and
Austrians have adopted the centre-line system, while
the French and Japanese favour the " Dreadnought "
plan of retaining wing turrets in the same cross-deck
section.
Turning now to the other characteristics of the
3i8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
Neptune, it will be noted that she differs considerably
in outward appearance from the Colossus and Hercules,
as may be seen from the plan of the former and
illustration of the latter ship. The main difference
lies in the rig, the later ships having one mast less,
their tripod being abaft the fore funnel. This altera-
tion has arisen through the introduction of a new-
system of " wireless " aerials which can be suspended
from mast-head to ensign staff aft, whereas two masts
were necessary to sustain the older pattern. The
question of range-control has not, we believe, entered
very much into the question. There will be a control-
top the less, but armoured range-finding stations have
been provided elsewhere which will be less exposed
than those in the mast.
Another prominent feature of the new ships is the
way the 4" 31 -pounders are distributed. Sixteen of
these are carried, and all are mounted in the super-
structures, the turret-top positiona|^aving been discard-
ed in favour of this more sheltered arrangement. In
passing, it may be noted that the preceding " St. Vin-
cent" class carried twenty 4", so that the anti-torpedo-
Only three torpedo-tubes are carried, but these are
for the new 21" torpedo — a far superior weapon to the
former 18".
In the following table the HercuLs is compared with
foreign ships of contemporary design : —
Displace- Tor- Year
British
ment
in tons.
Hercules 20,250
I.H.P.
25,000
Arma-
Speed. nient.
pedo Armour in of
tubes, inches. launch
A* B* C* D*
3 12 2| 9| 8-12 191.Q
U.S.A.
Utah 21,825
28,000
^0-75 llf]
2
II 3 5-10 8-12 1910
German
Italian
Helgoland 21,000
Dante 18,302
Altghoi
25.000
26,000
12 12.2" 1
20*5 12 6" ;
163-4"'
„ 12 12"
^3 ,8 4-7"
163"
6
3
gii 4 8 II" igog
10 2h 8 12" igio
Brazil
Sao Paulo 19,200
24,500
- ^%\
4
9 2J 9 9 1909
*A-
-Water line belt.
B— Protective deck.
C-
Lower deck belt.
D — Big gaii protection.
The comparative concentration of fire being as
follows : —
Broadside. Ahead. Astern. Distribution.
Hercules lo 12" 6 12" 8 12" Centre-line and en echelon^
Utah 10 12" 4 12" 4 12" Centre-line.
Heli;nlanti 8 r2"2" 6 i2"2" 6 12*2" Two centre line. Four wing.
Dante Aligheri 12 12" 312" 312" Centre-line in 3 gun turrets.
Sao Paulo 10 12" 8 t2" 812" Centre-line and two wing.
NcpruNE
Plan of H.M.S Neptune.
boat armament has been reduced to below what was
considered an efficient minimum, and is considerably
lighter than that of any foreign warship under con-
struction. At the same time, the Hercules' guns have
such a high command and are so well spaced that
their value is far greater than some of the heavier
4-7" and 5" batteries which are carried along the main
decks of foreign contemporaries. Incidentally it may
be noted that the Hercules carries no guns in the
amidships superstructure, but has a somewhat longer
superstructure forward to which these four guns have
been shifted — a considerable gain in concentration.
The "Hercules" class are considerably better pro-
tected than previous " Dreadnoughts." The main belt
is 1 2"- 10" amidships tapering to 4" at the bow and stern
and above this is a gf" belt whicli thins down to 2^"
at the extremities. Enclosing the vitals is a 2f"
protective deck, while the big
shields, the barbettes being 12".
are unprotected.
IS
guns are behind 8"
The secondary guns
from which it is evident that the British ship is far
and away superior in all-round fire to all but the
Sao Paulo.
The growth from the original Dreadnought upwards
shows tliat although tonnage has greatly increased,
the total cost is actually less I
Displacement.
I.H.P.
Total cost.
Cost per ton
Dreadnought
17,900
23,000
£1,813,100
£101-2
St Vincent
19.200
24,500
£",754 615
i^'l
Neptune
19,900
25,000
£1,728,450
£86-8
All built at Portsmouth
The dimensions of the Hercules are : Length 540 feet
(water line), beam 86 feet, draught 27 feet and her dis-
placement 19,900 tons. The Hercules and Colossus are
slightly heavier, their tonnage having been given as
20,250 tons. The Neptune was laid down at Ports-
mouth on January igth, 1909, and launched on
September 30th of the same year. At full speed she
attained 227 knots and averaged nearly 22 knots for
the eight hours. The Colossus laid down at Messrs.
Scott's yard, Greenock, on July 19th, 1909, was
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
319
launched on April 9th in the following year, while the
Hercules was commenced at Messrs. Palmers' Yard,
Jarrow, on August 5th, igog, and took the water on
May loth, 1910. Boilers and machinery were supplied
by the builders, excepting in the case of the Neptune,
when Messrs. Harland A: Wolff were the con-
tractors.
GAS'COAL AND OIL-ENGINED VESSELS.
PAPERS have been read during March on the subject of
gas-coal and oil-engines before the Association of
Engineers-in-Charge by Mr. W. A. Tookey (Gas Pro-
ducers) and before the Institute of Marine Engineers by
Mr. E. Shackleton, the latter of which, dealing with the marine
tvpe of engine is deservedly referred to more fully in
other pages. The following list of marine engines made
or in progress was given to show the advance being made
up to the beginning of the year, since when several others
have been placed : — Blohm & Voss, Hamburg, three vessels
having engmes varying in power from 1,000 to 2,000 h.p.
Engnies by M.A.N. 6,000 ton vessel having 2x850 h.p.
engines tor the Hamburg South American Line ; 6,000 ton
vessel having Diesel engmes by Carel Freres, Ghent ; 2,000
h.p. set for a ship by Messrs. Barclay, Curie & Co., Whiteinch ;
1,100 h.p. set of oil engines building by Messrs. Do.^ford and
Sons, Sunderland ; The O.S. Toilet completing by Messrs.
Swan, Hunter & Co., Newcastle ; 2 x 400 h.p. engines (M.A.N.)
now installing in 3,000 tons sailing vessel ; one Dutch tug
boat ; one Russian tank steamer, two engines ; one passenger
tug, 200 h.p. ; four small boats, each having 2x250 h.p.
Schneider Carels engines. The following motors have also
been supplied by Messrs. Sulzer ; — 4X 100 h.p., 2X 150 h.p.,
1x400 h.p., 2 motors each 400 h.p.. {Italian mail steamer
Romagna), 4x300 h.p., 2x800 h.p., 2x1,000 h.p. The
solidihed petrol w-hich has been under evolution and testing
for some time past seems now to be found suitable for lighting
purposes, and possibly for gas motors designed to use petro-
leum m this form. Should it prove efficacious it will be better
for storage and handling, as it occupies less space and gives
more freedom from risk, besides being more cleanly. The
projected racing match from the Clyde now announced to
take place in June from the Holy Loch — a well-known ren-
dezvous for yachting, wall be an interesting event, and will
give an impetus to motor-engincd boats fit for sea-going
conditions. The proposed course down the Firth of Clyde,
along the Ayrshire coast and to the Isle of Man, will serve
to try the mettle of the competitors. We note that several
orders have been placed for small vessels and yachts during
March to be fitted with gas engines, to use crude oils, while
several enquiries are in the market for launches to suit coastal
and river traffic, the lengths being about ^2 to 45 ft. and the
speed from 9 to 12 knots.
The area embraced by the oil fields of the world is a wide
one, and it might be supposed that the cost of oil near to
the producing helds would be considerably less than at parts
more remote, yet we do not find this to be quite the case ;
the markets of the world are so ruled by the force of circum-
stances that commodities in fair demand can be obtained
at approximately the same price at ports far removed from
the producing area, as within easy reach of it. Competition
and invention, the hand-maid to necessity, are at work,
and we have recently seen the oil-gas engine being developed
to use crude residuum and shale oils, the latter being quoted
at about 3d. per gallon. Enquiries have, within the past
month, been made from Japan for engines of this crude-oil
class, and it is anticipated that British makers will have a
chance for orders, but with a nation hke Japan repeat orders
cannot be depended upon for longer time than it takes the
Japanese workmen to master the work of imitation of the
best type. The engines for tlie auxiUary-power yacht
Phantome are under test and on the eve of being fitted in
place. The trial results under way will probably affect the
demand for vessels of a similar type. .\ small tug for service
in the upper reaches of the Thames is in hand and will doubt-
less prove to be the forerunner of others fitted with gas engines.
A word of caution seems to be necessary in connection with
these engines, both for small and large power, and the advo-
cates of the various types are not free from blame in the matter
of glibly advising that anyone with ordinary or even less
than ordinary intelligence can take charge of them. This
Is not so, and the wisest owner is he who sees to it that his
property is entrusted to competent men and an adequate
staff. It pays best in the long run, and is certainly preferable
to the policy which is near akin to killing the goose that lays
the golden eggs.
The new motor fire brigade boat Gamma, built to the order
of the London County Council by Messrs. Thornycroft at
their Southampton Works, lias been tested by a demonstra-
tion during the month of March, and has satisfied the require-
ments. She is about 66 ft. long, draught about 3 ft. 9 in.,
speed about 10 knots. Twin screws, each driven by a paraffin
motor of So B.H.P.
Messrs. Beardmore, after having carried out a series of
tests with their crude (shale) oil reversible engines, are satisfied
that they have reached a position which will enable them
to build with confidence this class of engine for marine
service. It is proposed to have an exhibit at the forthcoming
Glasgow E.xhibition to illustrate the points of this engine
and its fitness for sea-going conditions.
We understand that the s.s. Olympic and s.s. Titanic are
being fitted with a large number of the " Fournier " instru-
ments for the purpose of showing various temperatures as
required by the engineers. The tremendous size of these
boats shows the wonderful adaptabihty of the " Fournier "
instruments, by the fact that more than 12,000 ft. of tubing
are used on each vessel to centralize the various dials on the
starting platform of the engine-room. Literature concerning
the " Fournier " instruments can be obtained by applying
to Thermo and Pressure Instruments Ltd., at 60, Salusbury
Road, Kilburn, London.
Large Marine Boiler Furnaces. — In connection with
the boilers by Messrs. Neilson & Son, Glasgow, into which
extra large plates have been worked, as noticed in the article
elsewhere in this issue on " Large plates in marine boiler
construction," it is of interest here to state that the furnaces
fitted to these boilers are of the corrugated type, and are
the longest of this type yet fitted in one piece to marine
boilers in the Clyde district. They measure 10 ft. in length,
by 3 ft. 9V in. inside diameter, and were manufactured by
Deighton's'Patent Flue and Tube Co., Leeds. This Company
whose works were specially laid out and the machinery de-
signed for the manufacture of corrugated furnaces of the
Deighton, Fox and other sections, have supplied, on more
than one occasion, marine boiler furnaces up to 4 ft. 7^ in.
outside diameter, and as many as twenty furnaces 5 ft.
i^ in. outside diameter, to the Lancashire & Yorkshire Rail-
way Co., to be used as fire bo.xes for locomotive boilers.
The .\reo and Motor Exhibition, Olympia, March 24TH
TO .\PRIL 1ST. — The extraordinarily rapid progress of the
British .\reo industry is well marked at this exhibition.
.\mong the British machines two of very original design,
suitable for military purposes, may be seen exhibited by the
.\reonautical Syndicate, Ltd. The Sanders .\eroplane Co.
exhibit a passenger-carrying biplane with 60-80 h.p. E.N.V.
motor. Messrs. C. Grahame-White & Co., Ltd., have an
extensive stand and various other interesting exhibits are
shown. The marine side is well represented, among whom
we find the well-known firms of Messrs. John I. Thornycroft
Co., Ltd., exhibiting a complete range of oil engines for
marine and stationary purposes, in which the firm has
specialized. On the stand is exhibited the handsome 30 ft.
fast-cruising motor launch Pixie, designed specially for running
in the Solent and the Channel. Messrs. J. W. Brooke and
Co., of Lowestoft, have some very fine exhibits, including
the 35 ft. racing cruiser with 120 h.p. " Brooke " motor, last
year known as the Ixia. which successfully figured in the
racing and turned out her 25I knots. Actual engine models
are on exhibit of 65 h.p. 6-cylmder " Brooke " motor, 45 h.p.
4-cylinder motor and others of 28 to 4 h.p. The collection
of thirty cups and nine medals which have been won by
" Brooke " motors in open competition are worth seeing.
Other e.xliibits, all of which are of good class, include those of
the Wolseley Tool & Motor Co., Ltd., Messrs. J. S. Saunders
and Co., Ltd., of Cowes, the Parsons Motor Co., Ltd., and
Ailsa Craig Motor Co., Ltd. Messrs. James Taylor's exhibit
of river launches of nearly all types is of great interest.
320
THE MARINE ENGINEER AND NAVAL ARCHITECT,
April, igii.
LARGE PLATES IN MARINE
BOILERMAKING.
THE progress which has of late years been made
in boilermaking, and in the manufacture and
handUng of heavy plates, is well illustrated in
some marine boilers which have recently been pro-
duced at the works of Messrs. James Neilson & Son,
Ltd., Alma Boilerworks, Crownpoint Road, Glasgow,
a view of two of which, as photographed in the works,
we herewith give.
Within the memory of men who are not very much
past middle-age the plates ordinarily used in the shells
of boilers were only from three to four feet wide by
seven or eight feet long, and weighed at most some
seven or eight cwt. These were the days of small
steam pressures, hand-riveting and many butts and
and length in each boiler not only dispensed with any
middle circumferential seam, and enabled the shell to
be made in two parts only — a thing which is now
quite common — but also, and of more importance
still to the company for whom the boilers were built,
enabled the two necessary longitudinal seams to be
arranged at the upper crowns of the boiler, clear of
parts subject to variable contraction and expansion
strain, and in positions readily accessible for repair.
The two seams and straps will readily be seen on the
upper part of our illustration. Although in the
matter of superficies and weight the plates in question
are the largest yet worked into boilers in the Glasgow
district, being ij in. in thickness and between nine
and ten tons weight each, they are not the largest
plates which have been used for boilers, as we under-
stand that Messrs. J. Spencer & Sons, Ltd., Newburn,
Boilers having shell mainly in one large plate, by Messrs. James Neilson A: Sons, Ltd., Alma Boiler Works, Glasgow
seams in boiler shells. A strong contrast to this state
of things is afforded by the size and weight of plates
in the boilers now under notice, which well illustrates
the development proceeding towards the almost total
abolition of seams and riveting in boiler shells. The
ideal of a rivetless boiler shell indeed has already
practically been reached in boilers of small dimen-
sions and in the drums for water-tube boilers, rolled
and cylindrically completed directly from the solid
steel bloom by special machinery, such as were
recently supplied to Messrs. Yarrow and other engi-
neers by Messrs. John Brown & Co., Ltd., Atlas
Works, Sheffield.
The large plates referred to as having just been used
by Messrs. Neilson & Son are 31 ft. 7 ins. long and of
the unusual width of 12 ft. 5;^- ins.- The boilers into
which they were worked were 15 ft. diameter by 13 ft.
long, built for a working pressure of 175 lbs. per
square inch. The adoption of one plate of this width
Newcastle-on-Tyne, from whose works the plates
under notice were obtained, have supplied even heavier
plates to some of the boilermakers on the Tyne, viz.,
plates 33 ft. loi ins. long by 11 ft. 4J ins. wide by
I |-S in. thick, which weighed over 11 tons each, and
the area of which was 385 ft.
Maximum superficies alone considered, much larger
plates can, of course, be rolled at steelworks, and even
ten years ago steelmakers were able to demonstrate
the great capabilities of their plant in this respect.
In the machinery section of the Glasgow Exhibition
of igoi, Messrs. David Colville & Sons, Motherwell,
showed two steel plates, one of which was 72* ft. long
by 6 ft. 2 ins. wide by ^ in. thick, the other being
65 ft. long by 6 ft. 2 ins. wide by if in. thick. In
superficies the largest of these was 447 sq. ft., but
the weight was only seven tons. At the Franco-
British Exhibition in London in igo8 Messrs. J.
Spencer & Sons exhibited a plate 39 ft. long by 12 ft.
April, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
321
10 ins. broad by i in. thick, the weight of which was
9 tons 10 cwts. and the superficies 500 ft. Boiler plates,
we are given to understand, have been quoted for in
the Clyde district of over 45 ft. long, 12 ft. broad
and iJ-g in. thick, the area exceeding 550 sq. ft. and
the weight over 14 tons. There is seemingly no
finality to the possibilities in manufacturing large and
heavy boiler plates. The limiting conditions are those
concerned with the cost of production chiefly, and not
of handhng them in the boiler shops. Messrs. Neilson
and Son and others using the larger plates affirm that
the plates can be handled and bent and riveted with
as great or even greater facility with modern tools as
the smaller plates of thirty or forty years ago could be
bottom of the combustion chamber ; and, having been
rolled of varying thickness, ihey can be so bent or
formed as to have the thicker portion at the bottom or
more exposed part of the box, where extra strength is
required, while the thinner portions form tlie sides and
top. Only one single joint is thus required, and this
may be placed near to the top, where it is free from
the disturbing effect of expansion and contraction of
the furnaces and of the more or less stagnant water at
the bottom of the boiler below the furnace level. By
this new method of construction the usual three-ply
joints, necessitated by the use of separate thick and
thin bottom and side plates, are entirely done away with,
while the change from one thickness to the other being
SECTION OF WRAPPER PLATE
SHOWING THICKENED BOTTOM
THINMED DOWN IN WAY OF JOINTS.
SIDE PLATE ROLLED IN ONE PIECE WITH THICKENED
BOTTOM TO GIVE EXTRA STRENGTH AND DISPENSE
WITH JOINTS AT THIS PART
SIDE PLATE IN TWO PIECES. THICK
BOTTOM PLATE FOR EXTRA STRENGTH
REQUIRED AT THIS PART
Combustion Chamber Wrapper Plates— specially rolled.
Makers: Messrs. John Spencer & Sons, Ltd., Newburn, Newcastle-on-Tyne.
with the machinery then in vogue. Notwithstand-
ing extra cost, it is significant that shipowners, and
boilermakers as well, are found taking increasing
advantage of the utmost capacity of steelmakers. As
time goes on the extended use of plates of extreme
sizes will naturally give steelmakers confidence in
reducing the extra charges presently necessary.
In connection with that aspect of the general sub-
ject of boilermaking development having reference
to the reduction of seams and riveting, it is worthy
of note that Messrs. J. Spencer & Sons, Ltd., are now
providing boilermakers with opportunity for further
improvements. This is the provision of plates rolled
to special section for use in the construction of com-
bustion chambers. These are the " wrapper" plates,
only one of which is required for the sides, top and
very gradual, no sharp or sudden variations of thick-
ness occur at any part. It is well known that great
trouble is frequently caused by leakage at the joints
in the usual form of construction, but by the adoption
of this improved method the trouble from this cause
is entirely removed, while the life of the boiler may
be considerably extended. The appearance of these
special plates, and the manner in which they are
worked into combustion chambers, will be gathered
from the accompanying sketches, which also show
the ordinary form of wrapper plates with thickening
plates added. Messrs. J. Spencer & Sons, Ltd., who
are the sole manufacturers under licence from the
patentees, have supplied this special form of combus-
tion-chamber plating to boilermakers in the principal
engineering districts.
322
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, igii.
BAMAG" MULTIPLE DRILL HEADS.
GREAT advance has been made from a labour-
saving standpoint in the construction of
machines for multiple drilling, but in most
cases this has been effected by the design of special
drilling machinery. Any compact adjunct for eflect-
ing the same purpose which can be applied to an
ordinary drilling machine of standard manufacture
should be received with satisfaction by the owners of
ordinary drilling machines who Mesire to carry out
multiple drilling operations.
Fig. I.
An extremely ingenious self-contained device of
this nature is now being put upon the market by Mr.
O. N. Beck, of ii, Queen Victoria Street, London,
E.G., which is claimed to fulfil some very useful
functions. In the first place means of adjustment
are provided which readily permit the setting of drills
of unequal length to a uniform height of tool edge,
and further, any desired pitch (jf holes within the
range of the device can be effected within a very few
minutes. It is further possible by using difTerent
tools in the various holders to perform several
operations of a varied character consecutively without
shifting the work from the machine.
In Figure i we illustrate a drilling machine of
modern type, fitted with one of the " Bamag "
multiple drill heads. The device is supported in the
drilling spindle by means of a taper shank and is
secured in position by a cotter. The drill head is
provided with an arm in which is rigidly mounted
a guide-rod extending in an upward direction and
disposed with its axis parallel to the drilling spindle.
This guide-rod slidingly engages with an adjustable
bracket mounted in a boss on the frame of the drilling
Fig 2.
Fig. 3-
machine and adapted to be held firmly in said boss by
means of a set screw. This combined device prevents
the drilling-head from revolving about its axis while
at the same time permitting a sliding movement of
the head in an axial direction. The drills are mounted
in tapered chucks adapted to allow of each drill being
adjusted vertically so as to get a uniform height of
cutting-edge for the various drills. Within the drill-
head is disposed a cog wheel, carried by the spindle
having a taper shank, and this wheel gears with
April, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
323
pinions mounted upon each drilling spindle ; in this
type of head illustrated in Figure i, the distance
between the centres of each drill is constant.
Turning now to Figures 2 and 3, a form of drill-
head is there illustrated in which there are a central
spindle and two lateral spindles, the lateral spindles
being capable of adjustment radially to and from the
main spindle by means of epicyclic gearing disposed
between the central spindle and the lateral spindles,
the distance between the centres of the drills being
adjusted by moving the lateral spindles round in a
curved slot in relation to a graduated scale on the
upper sui face, and when so adjusted the position is
mainiained by tightening the clamping nuts. The
drill-head can be revolved relative to the arm to
any suitable position, and can be firmly clamped by
means of a jamming screw fitted with cross handle.
In Figure 4 the central spindle is avoided and four
spindles are provided at equi-distance from one another.
In this case the same principle of adjustment from
Fig- 4-
centre to centre is adopted as shown in Figure 3, but
with the difference that the adjustment of ail the four
spindles is effected simultaneously by means of the
small adjustment device shown at the right-hand side
of the illustration. Ball bearings are used for
supporting the main spindle in order to reduce
friction as much as possible. To show the limits
of adjustability with one of these drill-heads, six
holes can be drilled simultaneously round a pitch
circle of any diameter from 7+" up to 13", or in other
words with a pitch of holes of any distance between
3^" to 6h", or the drilling of holes in a straight line
can be effected with pitches of from 3f" to 6^".
With the drilling-heads shown in Figures 2 and 3 it is
obvious that the pitch of holes on each side of the
central spindle can be made to vary according to
circumstances. Each form of the device appears to
be of a substantial character and with special pro-
vision made for lubrication in each type, therefore no
difficulty should be experienced in the operation of
the drilling-head under ordinary working conditions.
SHIPPING REGISTRIES AND SHIP-
BUILDING DEVELOPMENT.
THE twenty-first annual meeting of the British Corpora-
tion Registry of Shipping was held in Glasgow, on
February 22nd ; and the eleventh annual dinner ot
the Scottish staff of Lloyd's Register on March nth, in St.
Enoch's Hotel, Glasgow. At both gatherings interesting
facts transpired as to the progress being made by both
societies in various directions, and as to the satisfactorv
position which they increasingly hold in the estimation of
shipbuilders, ship-owners and underwriters at home and
abroad. Modern methods of ship construction, and the
great possibilities which lie in the application of internal
combustion engines to marine propulsion were interestingly
touched upon in the course of the proceedings at iioth gather-
ings. Mr. Francis Henderson, at the British Corporation
meeting, said that in spite of last year's lock-out, over 217,000
tons of shipping were completed' during the twelve months
to the classification of the Registry, while there were at
present building in the United Kingdom and elsewhere, to
their classification and rules, over 373,000 tons. Mr. Fred
J. Stephen, chairman of the Technical Committee, said it
was significant of the absorption of new ideas which charac-
terized modern times that a preponderance of the shipbuilding
work now in hand was being built on 3-ft. frame pitch, with
stringerless sides, and on the open-floor, double-bottom
systems of construction. The interesting feature of this
development was the fact that the most conservative ship-
owners and shipbuilders had grasped the advantages of the
simpler design, and had adopted it in every class of "merchant
ship, from tramp to liner. The work which had interested
his committee most had been that in connection with internal
combustion motors. The vessel named Toiler, built on the
Tyne, and the first cargo vessel to be built in this country
for propulsion by Diesel motors, went through satisfactory
machinery trials during last summer. She was intended for
service on the American lakes. There were already four
other vessels to be built under British Corporation Survey
in this country to have the same motive power. Mr. Thomas
J. Dodd, principal surveyor to Lloyd's Register in the Glas-
gow district, presided at Lloyd's social meeting. Mr. Thomas
Bell, of Messrs. John Brown & Co., Clydebank, in proposing
" Lloyd's Register," said it was due to Lloyd's that the
insurance of great mercantile shipping enterprises had ceased
to be purely speculative, and had been placed on a sound,
business-like basis. The General Committee had alwavs ad-
justed their policy on broad-minded lines, and so they had
been able to meet the changing demands of the world's trade.
Mr. F. C. Gardner, chairman of the Glasgow Committee,
said that Lloyd's had already classed sixty vessels built
on the new Isherwood system of construction, and they had
at present before them other matters of high moment. .\t
the end of their last quarter, 87^ per cent, of the tonnage
building on the Clyde was intended for classification under
their rules. Mr. John H. Heck, principal engineer-surveyor
at Glasgow, referred to the new Cunarder placed at Clydebank,
and gave a striking illustration of the immense power required
to drive such huge liners. Calculating the strength of twelve
men as being equal to one horse-power, and remembering
that the machinery of the Litsitania developed 70,000 horse-
power, it would require S40.000 men to produce that amount
of energy. Men, however, could only work eight hours at
a time, so that three times that number would be required.
It would, therefore, take all the men in Scotland to supply
the energy produced all the day round by the machinery
of the Ltisilanm.
The International Hygiene-Exhibition opens in
Dresden in May and continues until October.
Merchant Service Guild. — The statement of accounts
for the year ending December 31st, icjio, shows the income
to have been ;£6,940. After payment of expenses, a balance
of ^2,313 remains in hand. The reserve fund amounts to
^32.000.
Messrs. Yarrow & Co. recently launched the first-cla.ss
torpedo-boat Sovidderen for the Danish Government The
vessel is 181 ft. 9 in. long by 18 ft. beam, and will have a
speed of 27 knots. She is fitted with Brown -Curtis turbines
of about 4,000 s.h.p.
324
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
INSTITUTE OF MARINE ENGINEERS.
Twenty-Second Annual Meeting.
THE twenty-second annual meeting of the Institute
of Marine Engineers was held in the Abercorn
Rooms, Liverpool Street Hotel, London, E.G.,
on March loth, Mr. Alexander Boyle (vice-president)
presiding, in the unavoidable absence of Sir David
Gill, K.C.B.
In calling upon the hon. secretary to read the
annual report, the chairman drew attention to the fact
that the membership of the Institute had increased by
thirty per cent, during the last five years. He
referred to some of the departments of the Institute's
work, and said that in his opinion those engineers who
were alive to the interests of their profession and
anxious to keep acquainted with the advances of
engineering science, would do well to associate them-
selves with the work of the Institute.
The hon. secretary (Mr. James Adamson) then
submitted the annual report, which showed that the
membership stood at 1,229, ^n increase of fifty-four
for the session. In all, fifteen papers and lectures had
been delivered. These, together with the discussions
upon same, had been issued to the members, the
monthly issue of the Transactions having been found
to give great satisfaction. During the session five
Bohemian concerts have been held and eight visits
paid to works, exhibitions, etc. The Awards Section
comprised the Denny Gold Medal, the Lloyd's
Register Scholarship of £"50 per annum tenable for
two years, the Stephen Awards to Associate Members
and Associates, the Ritchie Award to Graduates and
an Open Competition Award presented by Mr. Robt.
Clark (companion). An important matter touched
upon was the initiation of a special fund for the
purpose of acquiring city premises. A circular had
been issued stating that a sum of from ^15,000 to
;^2D,ooo would be required, and asking for the co-opera-
tion of members and of marine engine builders,
shipowners, shipbuilders and others, in obtaining this
amount. It was stated that the committee were
gratified at the measure of success which had already
attended the issue of the circular and would publish a
list of the donations received at an early date.
The hon. treasurer (Mr. A. H. Mather) then
presented the revenue account and balance sheet
for the session. The revenue account showed a credit
oi £jo IIS. I id. carried forward to the balance sheet,
the total addition to capital being ;^i99 is. iid. for
the session, and the value of the Institute's assets
;^3,8oo. The nett amount received from subscriptions
was ;^953 i8s. iid., and the amount paid for the
printing of the Transactions issued to members was
^409 3s. 2d.
The adoption of the Reports was proposed by
Mr. W. McLaren (member), who congratulated the
council and members upon their satisfactory nature,
commenting more particularly upon the value of the
papers read during the session on the internal com-
bustion engine and other subjects of topical interest
to marine engineers, and Mr. E. T. Lloyd (member),
who seconded the motion, referred to the influence of
the Institute in upholding the status of marine
engineers generally.
The motion was carried unanimously.
A vote of thanks to the retiring president (Sir
David Gill) was accorded on the proposal of Mr. J. T.
Milton (chairman of council), who commented upon
Sir David's work as an astronomer and its l>earing in
relation to navigation ; seconded by Mr. Robt. Leslie,
R.N.R. (vice-president).
A vote of thanks to the office bearers and members
of council was proposed by Mr. J. Hallett (member),
seconded by Mr. W. E. Farenden (member), responses
being made by Messrs. J. G. Hawthorn, D. Hulme
and John McLaren, three of the retiring members of
council.
i Votes of thanks were also accorded to the hon.
auditors, Messrs. J. Clark and A. Robertson, and to
the hon. solicitor, Mr. W. Archer, who were duly
re-elected.
The scrutineers of the ballot papers, Messrs. Jas.
Robertson and A. E. Sharp, then announced the
following as the result of the election of office bearers
and members of council to fill the five vacancies for
session 1911-1912: — President, The Most Hon. the
Marquis of Graham, C.V.O. ; hon. secretary, Mr. Jas.
Adamson; hon. treasurer, Mr. A. H. Mather; mem-
bers of council, Messrs. J. Blackett, W. E. Farenden,
J. Hallett, W. Veysey Lang and F. M. Timpson.
A considerable portion of the time was taken up in
the consideration of recommendations and suggestions
from the members as to the internal arrangements of
the Institute, and the meeting closed with a vote of
thanks to the chairman, on the proposal of Mr. F. M.
Timpson, seconded by Mr. A. Robertson.
Lloyd's
Register Scholarships and Essay
Competitions.
THE attention of those interested is directed to the
following named awards in connection with the
Institute of Marine Engineers and the regulations
pertaining thereto. Lloyd's Register Scholarships (for
Graduates' and Associates' Sections), two in number,
and each tenable for two years at £$o per year. Appli-
cation by intending candidates should be made not
later than June ist in order that arrangements may be
made for the examination, which will be held during
June or July. The examination papers will be set from and
based upon the following subjects : — Algebra, including
quadratics ; elements of statics, dynamics, thermodynamics
and hydrostatics ; Euclid, books i., ii., iii. and iv. ; general
knowledge, English grammar and composition ; mechanics'
principles and problems ; French or German ; plane trigo-
nometry, including logarithms, practical engineering and
workshop practice.
Stephen awards, two in number, for Associate members
and Associate sections, value £2 each ; Ritchie award for
Graduate Section, value £2 ; Open Competition award for
graduates and apprentice engineers, value £2 2S. These awards
will be granted to the writer of the best paper — if deemed of
sufficient merit — in each class on the subjects stated as under: —
Associate members : The marine boiler, its care and super-
vision at sea and in port, with a view to its preservation as
well as its efficiency, including a description of the appearance
of a well-kept boiler when opened up at the end of a voyage.
Associates : The producer gas engine, its principles and its
possibilities in connection with marine work. Graduates :
The steam engine indicator, its history and application.
Open Competition : Improvements in workshop practice in
respect to machinery and fitting.
Intending candidates should write for further particulars
without delay, to the Secretary, Institute of Marine En-
gineers, 58, Romford Road, Stratford, London, E.
Institute of M.\rine Engineers. — The following visits
have been arranged by the Institute : — May 27th, to the
Beckton Gasworks, North Woolwich, at 3 p.m. : July 15th,
to Charing Cross. West End and City Electricity Supply
Co., Ltd., Marshgate Lane Station, Bow. E., at 3 p.m.
April, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
325
THE MARQUIS OF GRAHAM, C.V.O.
{President of the Institute of Marine Engineers.)
THE choice of a President is an important event
to any Society, and when the choice of the
office-bearers and council is ratified by the mem-
bers, and unanimity prevails then indeed there is
cause to rejoice. At the annual meeting of the
Institute as worthily. The Marquis of Graham,
eldest son of the Duke of Montrose, was born in
1878, and at the age of 18 commenced his sea
experience as a volunteer on board the full-rigged
three masted corvette, Volage. After 18 months'
sea service thus, he was attracted by, and was in full
sympathy with, Messrs. Devitt and Moore's excellent
scheme of training apprentices with a view to making
them good, self-reliant seamen, who would ultimately
The Marquis of Graham. C.VO.
Institute of Marine Engmeers held on March loth,
the Marquis of Graham was declared elected as
President, under the happy circumstances of unani-
mity with choice, and the Institute is to be congratu-
lated on the new President, who we are assured will
be as deeply interested in its work and progress as
any of his predecessors in the chair and will at the
same time represent the dignity and value of the
qualify for officers and commanders. The Marquis
served as 5th officer in the full-rigged ship Hesperus
in charge of the apprentices sailing to Australia ; and
in 1899 he passed the examination and obtained his
certificate as Master Mariner, endorsed for full-rigtied
sailing ships and steam. He was then appointed as
Navigating Officer of Lord Brassey's yacht Sun-
beam, voyaging to Australia, thence to the Cape,
326
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
via the Straits Settlements and Madagascar. A further
extended voyage was to Canada, visiting Quebec
and Montreal. Having fulfilled the conditions per-
taining to the office, he was elected a younger brother
of the Trinity House. In 1900 the Marquis when
serving in the Naval Brigade on board H.M.S.
Doris, was engaged in the South African war, and
obtained a medal and three clasps as a memorial of
his service. He was in 1903 appointed a Commander
of the Royal Naval Volunteer Service, in which he
has taken a very deep interest and devoted himself to
it with great acceptance in this connection, especially
with the Clyde Division. His association with the
Rattler as an experimental vessel fitted by Messrs.
Beardmore with gas engines is well known, not only
on the Clyde, but throughout the world of shipping on
account of the value attached to the results of the
experimental engines. Like his immediate predecessor
in the Presidential chair of the Institute — Sir David
Gill, who is a master in the subject — he has studied
astronomy, giving close attention to solar eclipses and
devising the instrument known as the Graham
Coronograph, which can be seen in use at the Royal
Observatory, South Kensington. It is interesting to
observe that he obtained the first biograph film taken
of a solar eclipse. A Commander of the Victorian
Order, it is evident that the Marquis has acquitted
himself as becomes one with his qualifications and
privileges, holding his high office not as a sinecure,
but as an incentive to work and energy in the right
direction pro bono publico. The various societies con-
nected with seafarers are naturally held in touch by
one so fully interested in the progress of ships and
those who man them, and the Royal National Life-
boat Institution, the Merchant Service Guild, and the
National Committee for the Training of Seamen from
boyhood, have had their claims allowed upon his time
and attention.
Having given some thought to things political, he
stood for Parliament three times, and in 1905 became
private assistant secretary to the Chancellor of the
Exchequer, but the following year he turned his
steps to trade and commerce and joined the firm
of Messrs. Beardmore, of Dalmuir and Parkhead,
Glasgow, as a Director. A Director also of the
Caledonia Motive Power Supply Co., he was instru-
mental in arranging for the excellent presentation at
the large stand in the Olympia Exhibition last year,
of exhibits by both firms, which well deserved the
special commendation they received. The firm also
exhibited at the Yarmouth Motor Exhibition last
October and were awarded a first prize and a gold
medal for their marine oil engines. As previously
noted in our pages, the Marquisis now building for him-
self a cruiser yacht and set of crude-oil engines to com-
pete in the great Venice to Rome race of 1,200 miles
next July in connection with the Turin and Rome
Exhibitions.
Messrs. Cullender's Cable & Construction Co., Ltd.,
of Hamilton House, Victoria Embankment, London, E.G.,
have recently issued a fine photogravure of the H.M.S.
Thunderer. The main electrical distribution on this vessel
has been entirely effected by means of Callender's cable and
special boxes.
The " Titanic." — It has been announced in Belfast that
the launch of the White Star liner Titanic will take place on
May 31st.
THE FLEETS OF THE MAIL LINES.
(From our Own Correspondent.)
The Cunard Company
makes rather a sensational announcement in its oiticial
declaration that it has bought the passenger side of the
business of the Cairn Line, Ltd. The fleet taken over is
not — as far as size is concerned — one of the highest impor-
tance, the total tonnage of the three steamships acquired
not being equal in amount to that of one of the vessels
Lusitania or Maiiretania. But the significance lies in the
fact that the premier Company of the Atlantic thus attains
a footing — and that as a conference line — in the St. Lawrence
trade, and at the same time makes the Thames one of its
termini and Southampton a port of call. Moreover, though
at first the passenger service to Canada under its auspices
will only be maintained at fortnightly intervals, it will be
capable of prompt and great extension the moment that the
experiment is justified and the trade warrants a change.
The three ships purchased are : —
Year Tonnage.
Ship. built. Builders. Net. Gross.
1. Cairnrona ■ . 1900 Swan & Hunter. . 3,960 .. 6,025
2. Tortona . . 1909 Do. . . 4,952 . . 7.907
3. Gerona .... 1911 Do. .. — .. —
The first-named of these three ships was constructed for
the Wilson Line and was originally named Consuelo. She
was purchased by the Cairn Line in 1908. The last-
named was only put in the water on the 6th March of the
present year. She was being fitted prior to her purchase
as a passenger steamship of the highest class, having accom-
modation for some 140 saloon passengers, besides considerable
numbers of others, and having submarine bell receivers and
a wireless installation. She is to be of greater tonnage and
improved design to her sister the Tortona. As I have said,
the Cairn Line retains its cargo service and will run its
vessels in the London-Canadian trade alternate weeks with
the ships transferred to the Cunard Company, whilst at the
same time it will devote much attention to the development
of the trade between Italian ports and North America.
The steamships include the fleet of the old Thomson Line
of Dundee ; —
Year Tonnage,
built. Nett. Gross.
1. Bellona 1881 Gourlay Bros., Dundee 1,864 2,932
2. Fremona .. 1887 Do., do. 1,876 2,222
^. Jacona 1889 Jas. Laing, Sunderland 1,951 2,969
4. lona 1892 Gourlay Bros., Dundee 2,085 3.344
5. Hurona . . . . 1892 Naval Constr. Co.,
Barrow 2,150 3,432
6. Cervona .... 1896 C. Connell & Co., Glas-
gow 2,372 3,779
7. Devona 1896 Do., do. 2,372 3.779
The Cairnrona was purchased after the acquisition of the
Thomson Line, and, of course, the Tortona also was delivered
after that event. The Cairn Line of Steamships, Ltd,, com-
prises some nine steamships, and in addition there are under
the same management — that of Messrs. Cairns, Noble & Co. —
two vessels owned by the Cairnglen Steamship Co. and four
by the Gaelic Steamships, Ltd.
The Cunard Company has purchased the Belgium-owned
steamship Clematis, which was built in 1900 at Newcastle
by the Tyne Shipbuilding Company. The vessel has been
renamed Carta and will be employed in the Mediterranean
service. There is one thing in connection with this pro-
gressive steamship line which I have never been able to
understand. It is why the connection with Havre should
for so many years — ever since the old British Queen was sold
to ship-breakers in 1899— have been maintained by chartered
tonnage. The steamship Liverpool, of Barrow, was first
employed, and now that she is under overhaul, another
small vessel has been taken up. Surely it would be cheaper
to own tonnage for tliis work, or, if not, why not apply the
chartering system to otlier branches of the .service ?
The Turkish Shipowner
seems to be buying a good deal of tonnage. He is reported
to have absorbed two of the Fleetwood mail and passenger
steamships, the twin-screw Duke of Lancaster and Duke of
York. The former vessel was built at Barrow by the Naval
April, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
_3?L
Construction & Armaments Co. in 1895, and the latter a
year earlier at Dumbarton by Messrs. Denny. Turks are
also the purchasers of the two liners Port Antonio and Port
Royal, which arc being disposed of by the Imperial Direct
Line, now that the Government has withdrawn its subsidy.
The two vessels in question were built m 1901 at Middles-
brough by Sir Ravlton Dixon & Co. They are, of course,
of a special character, having been designed entirely
for the needs of the trade which they were constructed to
develop, and have a speed which could not have been provided
in the absence of a Government grant. We get here an
example of how shipowners are treated by the British Govern-
ment. A subsidy necessitating by its conditions the con-
struction of a whole fleet of steamers — which are unlikely
to be able to earn a living in any other trade — is granted,
the contractors being naturally induced to think that if
they fulfil their obligations punctually they will obtain a
renewal of their contract— even if, with the sharp practice
for which Departments are notorious, they find the payment
somewhat reduced. Instead of renewing, however, the
Government calls for an entirely diflerent service for which
its own contractors' vessels are unfitted, and a new firm are
building a ne-^y fleet. Two vessels have already been launched
for the new service — which is undertaken by Messrs. Eldcr.s
and Fylfe — the second being the Manzanares, built by
Messrs.' A. Stephen & Co., of Linthouse. Their tonnage is
about 4,400 gross register, which is practically the tonnage
of the vessels now being dispersed to foreigners.
London Steamers.
Amongst recent sales I notice that another of the unfor-
tunate little paddle steamers built for the London County
Council's abortive service has been sold foreign by the
City Steam Boat Company, who, I am glad to say, seem to
have realized a much more satisfactory price for her than
her original owners w-ere able to obtain. That the private
company is now reducing the number of its vessels, and that
at a time when summer and the Coronation crowds are so
near, would seem a rather unhopeful sign of the prospects
of the enterprise.
Billiards at Sea.
As bigger and bigger vessels have been constructed for the
various passenger lines of the world, there has from time to
time been a certain amount of chaff as to the provision of
billiard tables and the possibility of their use. But, according
to the Journal of Commerce, the matter has got beyond the
stage of chaff. An entirely practical Company — the Canadian
Pacific Railway — has actually initiated a serious experiment
in this direction, having fitted up a billiard-room on their
steamship the Empress of Ireland, prior to her voyage to
Canada commenced at the end of February. Weights, air-
cushions and other arrangements are provided to keep the
table level at all times, and it was said that, prior to the
sailing of the steamer — when she was loading and moving
out of dock — even the spirit level failed to show any move-
ment or departure from the true position.
South African Mails.
The Union Government seems 'disposed to pander to the
views of those who engineered the appointment of the Royal
Commission on Shipping Rings, which held so many sittings
and took so much mis-called evidence a few years ago. At
all events it proposes to legislate against Conferences, and
to refuse to have dealings with Companies which give rebates.
To the suggestion that it will find it difficult to meet with a
steamship Company which will take the line on which it
insists, it answers that it is considering the idea of starting
a line of its own. Of course it is a State Government and
the London County Council is only a municipal body — though
it maj' be that the population and wealth, if not the actual
area, of the County of London are comparable with those of
the Union. The London County Council — relatively to the
amount of capital it embarked — paid very dearly lor the
lesson that shipowning is a business of its own, requiring
special knowledge and special management. Will the Union
Government really be so foolish as to spend millions to learn
this obvious lesson ?
But there is one thing which is open to the shipowner —
if only he would take a leaf out of the book of the Canadian
Pacific Railway. He might develop for himself a passenger
and goods traffic which would earn him good dividends —
in spite of Government interference and without Government
aid — if he would only turn his attention to the development
of agriculture in the Union and to the settlement of British-
born farmers on the lands now waiting tor development.
The Reports of the principal German Companies
are now published and the Hamburg-American Company
shows a strong position enough. The nett profit is over
10 millions of marks, against aliout y\ millions the previous
year. Over 4 millions more is allowed for depreciation.
Increased sums are allowed for insurance and renewals, and
a considerable increase is shown in liquid assets, that is to
say, there are large funds available for the building of new
tonnage, or for the purchase of existing fleets. In the report
the fact IS mentioned that the process of turning the old
mail steamer UciUsokland into a public yacht is still in pro-
gress. She will. It is said, be the finest vessel of her kind —
as well, of course, as the largest — when she is completed.
But she is the Deutschland no longer. Her new name is
Victoria Luise.
The Nord-Deutscher Lloyd on the other hand confines
its distribution to the moderate figure of 3 per cent. But this
IS against no dividend last year.
"The Waratah."
Judgment has at last been delivered m this case, but it
helps one very little towards any conclusion towards the
matter. The Court is convinced that the vessel foundered
when just past East London, and that she went down so
quickly that there was no time for deck-movables to get
away from her. This, with respect, seems highly improbable.
A ship is not like a rowing-boat, which, when it turned right
over would hardly allow anything to get from under its
gunwales. There would be a breaking of masts, a crushing
of funnel, in the first place, then probably a smashing of the
upper deck erections, even if she managed to lie quite keel
uppermost. The absence of any vestige of wreckage is
much more likely to be due to the influence of the Aghulas
current, which would carry the movables into the Indian
Ocean. Anyhow, the Court covers those connected with
her. It seems to suggest that she capsized owing to a com-
cidence of several unhappy factors. She was a stable ship,
but tender. She was properly loaded, but there was a little too
much weight high in the ship. She was caught broadside on
by a heavy gale and a monstrous beam sea. I am somewhat
at a loss to understand why so little point was made by the
Court of the fact that a Union Castle liner, the Guelph.
reported a steamer— the last letters of whose name were
te/j- as off Hood Point at 9.51 p.m. on the 27th July. If
this evidence were accepted it would indicate that the ves.sel
must have broken <lown after passing the Clan Macintyre,
but taking into consideration the fact that that vessel did
not sight her a second time the Court concludes that the
officers of the Guelph must have been mistaken. But it
is possible that they were right, and if they were, a complete
break-down of the machinery and a falling of the ship into
the trough of the sea, might account for the disaster. Strangely
enough, the enquiry was barely ended when the report came
that a 4,000-ton steamer, the Palatinia. of Manchester,
had struck an unknown object 30 miles west of East London
and received so much damage that she had to be beached,
and was, indeed, likely to prove a total loss. It was suggested
that the obstruction might be the remains of the Waratah.
The master of the injured vessel seems to incline to the belief
that what he struck was a rock, and, indeed, there have been
similar occurrences reported in the same neighbourhood
even before the disappearance of the Waratah.
The P. and O. Company
has the honour of providing a steamship— one of its two
new " M's," the Medina~ior the Royal voyage to India,
when His Majesty is to be crowned at Delhi as Kaiser-i-Hind.
Though, I fancy^ a trifle less in tonnage than the Armadale
Castle, in which it had been arranged for King George, as
Prince of Wales, to travel to South Africa for the inauguration
of the Union, the Medina will be quite as fine a ship. She
is about twice the size of the Orient Liner Ophir. in which,
as Duke of York, our present Monarch went round the Empire,
and IS infinitely larger and more comfortable than the battle-
ship Eenoivn. in which the last visit to India was made.
The sister-ship Majola is appointed to make an extra voyage
with guests from England to the Durbar.
328
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, iqii.
MODERN DEVELOPMENTS IN BRITISH
AND CONTINENTAL OIL ENGINE
PRACTICE.*
By Mr. E. Shackleton, A.M.I.M.E., A.M.I.Mar.E.
IN presenting a paper on the above subject, the author feels
that the marine engineer cannot much longer afford to
neglect the advantages to be derived from tlie use of the
mternal combustion engine, in one form or otlier. for powers
where i ,000 to 2,000 h.p. will not be greatly exceeded, but
the general trend of of>inion seems to be that whilst the subject
is a very fine one for 'papers and discussions, the adoption of
the new form of prime mover had best be left to their suc-
cessors. However, the interests of all parties have been
aroused and, that being the case, the problem is likely to
receive in the future continually increasing attention.
It may be of hiterest, before proceeding with the paper, to
call attention to the very excellent pioneer work done by
Messrs. Pricstman who, with " Eteves " patents made the first
successful oil engine for stationary work and who, moreover,
were the first, or almost the first, to adapt the oil engine for
marine propulsion. Many features of the Priestman engine
were doubtless in advance of the times, such as the spray
maker introducing the oil into the vaporizer, the electric
ignition and compressed air for starting. It is to be regretted
that they have now ceased to manufacture oil engines. In a
paper of this description it is not proposed to deal with engines
using petroleum spirit, as these do not come within tire marine
engineer's proper sphere and are not of general interest, and
it is obvious that the conditions of economy and safety for
engines in use on every day shipboard, put them out of discus-
sion. The merits of the heavy oil engine are very great and
in this paper it is proposed to call attention to various makers
of engines using " Crude," " Residuum " or " Intermediate "
oils. The term " Crude " or " Residuum " oil is apt to be
misleading, as various shale oils (such as Scotch products) of
widely different quality are occasionally referred to under
this indefinite name. The products of the Texan, Borneo,
Russian, Gahcian, Mexican oil fields are of a different char-
acter, due to the fact that they are natural products, whereas
the Scotch oils are only produced by distillation.
The majority of oil engines will give excellent results on
Scotch crude and semi-refined oils if designed for crude fuel,
but to assume that the same holds good on the residuum
would be a bold assertion. There are among tlie group of
residuums, oils that may be used as fuel for an oil engine, but
could not oe recommended for continuous runs, as their con-
stituents of tars, bitumen, sulphur, etc.. are very much
opposed to satisfactory and economical working. There are,
however, still a reasonably large number of residuums which
adapt themselves to oU' engine running. The marine oil
engine has many recommendations to commend it to the
marine engineer. It is infinitely less complex than the steam
engine with accessories, boilers, condensers, pumps, etc.,
occupies less than half the space of the same and effects great
saving also of fuel space. It goes without saying that it will
need no funnel in the ordinary sense of the word. At the
same time, however, it is as well to rememb-ir that the exhaust
products will have to be discharged at some point, and there-
fore some provision will have to be made and both smoke
and smell are encountered in the best types of oil engines.
It occurred to the author that marine engineers generally
may have a desire to have some definite information as to
the various components of so-called crude oil, chemical
composition, etc., and he has therefore given particulars here-
with from that excellent work " Petroleum and its Products,"
by Sir Boverton Redwood.
" Wlicn heated, crude petroleum gives off condensible
vapours. Here are examples of the volatihzation of the
various strata forming the crude.
" 1st Stage. — Benzine, GasoUne, etc., which are yielded
at up to 300° F.
" 2nd Stage. — Paraffin, Kerosene, at temperatures up to
500° F.
" 3rd Stage. — The products of mineral lubricating oils.
" Heal crude oil varies in specific gravity from 800 to 950
(American and Russian cruiles)."
• Read before the Institute of Marine Engineers on Mon-
day, the 2oth of March. 191 1.
All crude oils have a proportion of asphalt in them and in
manv cases the Baku oils yield a residuum of 40 to 60 per
cent. There is also a large variety in the yield of paraffin or
kerosene from various crudes, some containing as high as
70 per cent., others being as low as 8 to 9 per cent. An oil
containing 60 to 70 per cent, of paraffin would doubtless
gladden the heart of any heavy oil engine builder who desired
to operate his oil engine with it. The flash point varies be-
tween 25 to 70° Cent. ( = 77 to 158° F.) with different oils.
The following gives some idea of the component parts of
crude petroleum : —
" Bitumen, tar, coke, sulphur, paraffin, vasehne. sulphu-
retted hydrogen, carbon, bi-sulphide of carbon, arsenic,
phosphorus, calciums, oxides. In some samples of Baku
oil as high as 24 per cent, tar has been found."
It may be assumed that if the adoption of the oil engine for
marine propulsion becomes general and boats replenish their
oil tanks at various depots through the world, there will be a
great dissimilarity of performance by the engines from time to
time, as an engine doing well on Borneo, Mexican or American
oil or similar crudes would only do passing well on, say, certain
Baku or Gahcian fuels. It is to be hoped, however, that a
universal standard may be arrived at in this matter.
I give below a suggestion.
[. Fuel oil.
Fuel Oil Standard.
Colour, black. Spec. grav. 930-940.
Gas oil.
No. I Paraffin.
White
brownish
QOO-920. Admiralty
black.
standard.
Flash not to
exceed 200° F.
brownish
black
875-880.
Red.
850-860.
pale straw. .
815-835-
white
S00-810.
The B.T.U. of residuum of crude oils varies between 18-21 ,000.
Number 4 is semi-refined oil.
Numbers 5 and 6 are refined oils.
Few of the obtainable fuel oils are bona-fide crudes and it
will be at this point distinctly understood that the majority
of such have been tieated in the stills, i.e.. had the volatile
and other products distilled from them. Genuine crude oil
has, the author believes, been used in a few cases, but apart
from using the raw product, which frequently contains sul-
phur and which is' very detrimental to an oil engine, it is
quite obvious that in commercial practice it would be exceed-
ingly risky to use. as in this state its naphtha and benzine com-
ponents, once in contact with air. become dangerous as an ex-
plosive, and it is to be assumed that no owner of a ship would
even consider carrying such fuel.
The following table may be of interest as showing the great
increase in the production of petroleum from various countries.
The World's Production of Petroleum. From the
" Petroleum Review," March, 12, 1910.
Producing Country.
1909.
Tons.
190S.
Tons.
1907.
Tons.
America
Russia
Dutch Indies ....
25,000,000
7.900,000
3,000,000
2,150,000
1,300,000
780,000
550,000
25,700,000
7,500,000
2,500,000
1,750,000
1,150,000
600,000
450,000
22,400,000
7,680,000
2,000,000
1,170,000
Roumauia
880,000
5 50,000
Other countries .
450,000
Total
40,680,000
37,650,000
35,130,000
The advantages of an oil engine for marine work over the
steam engine are many and the author does not propose to
traverse over ground in this direction beyond the following
points : —
(i) Space occupied only 60 per cent, in comparison with
steam. (2) "Stand by "losses nil. Steam 15-20 per cent,
of fuel consumption. (3) Water required for cooling, half of
that required for condensing purposes. (4) Minimum of
labour and time in replenishing fuel. (5) Practical ehmina-
tion of firemen and trimmers. (6) Considerably reduced fuel
space, giving (7) Increased cargo space. (8) Weight of
machinerv much less than steam.
April.'^iqii-
THE MARINE ENGINEER AND NAVAL ARCHITECT.
329
Having enumerated the advantages of oil engnies it will be
as well also to review somt of the disadvantages.
(i) Are dependent upon compressed air to effict reversing
(Bohnder's excepted) and starting. {2) Will require an extra
good bed or sole plate on shipboard, the vibration being in
e.xcess of steam. (3) Are fairly high revolution engines. (4)
Failure of compressed air supply would entail inabihty to
start or reverse. (5) Disadvantage of a clutch in engines
directly reversible. (6) Engines are generally not so easy
to handle at low speeds as steam.
Objection i is not now a serious factor. No. 2 is a matter
for the shipbuilders. No. 3, propeller speeds not so high as
the turbine. No. 4, this is referred to later in the paper.
No. 5 is also dealt with in another portion of the paper. No.
6, this disadvantage is now rapidly disappearing as the new
multi-cylinder engines are exceedingly flexible and can be
reduced to less than one-third of their maximum speed
when required.
Notwithstanding the advantages to be derived from electro-
transmission it would appear that in moderate power installa-
tions, no shipbuilder or shipowner is seriously incUned to con-
sider such system on whole power hues (owing to the heavy
cost of installation), but where this class of transmission is
For commercial purposes generally and for the review of
these motors before the Institute it is not considered desirable
to refer to any engine whose power is less than 50 b.h.p. The
Beardmore engine has also been omitted, it being the subject
of a special paper to the Institute some year or two back.
It is also totally impossible to deal, in a paper of this descrip-
tion, with more than a Umited number of engines and such as
shall prove of the most interest and whose principles are likely
to appeal to marine engineers and to provoke discussion.
Diesel Engine. — The Diesel engine is a unique motor and.
as a marine prime mover, will certainly take some ousting
from its premier position. As far as can be ascertained it is
the practical pioneer of engines using residuum fuels, although
it must be distinctly understood that even this engine will
not operate on any or all residuums. The cycle of operations
in the cyUnder of a Diesel engine may be described as follows :
(I ) Outstrokc of the piston on which pure air is drawn into the
cylinder only. (2) Return stroke of piston compressing air.
(3) End of compression and injection of fuel oil finely sprayed
into the cylinder, which is immediately followed by slow
burning or expansion work being done on the piston. (4)
Return of the piston at end of expansion stroke and discharge
of exhaust gases.
^^^^^^^^^^^
Griftin Enclosed Marine Type Engine, So to 300 H.P.
desired for reversing purposes, slow speeds, etc., it would
appear that the Mirrlees proposed system has much in its
favour, but, even under such circumstances, the reversing
engine is bound to become paramount in the long run. Be-
fore proceeding further it is advisable to classify the various
types of engines, and accordingly the author has tabulated
the following : —
Engine.
Cycle.
Size.
Fuel.
*Diesel, Sulzer
and M.A.N. ..
Otto and
Two-cycle
I GO to 2000
Heavy residuum
♦Blackstone . .
Otto
70 ,, 20
,,
Bolinders ....
Two-cycle
50 ,. 400
Semi-refined oil
*Grif6n
Otto
50 ,, 150
Heavy residuum
•Diesel, M.B.
and D
Otto
50 ., 300
•These engines also work with Scotch shale oil, gas oils,
solar oils, semi-relined and refined paraffin and. in some
cases, with gas tar oils.
The temperature of the compression may vary between
I ioo°F. and i ,200°F. Its principle of high compression and
injection of fuel prior to immediate spontaneous burning is
very satisfactory and under all normal conditions it is a very
rehable engine and eminently adapted for marine work. The
Diesel engine is built in England by Messrs. Mirrlees, Bicker-
ton & Day, Stockport, WiUans & Robinson, Rugby, and it is
probably of interest to note that Messrs. Mirrlees, Watson
and Co. built the first Diesel in tliis country at their Glasgow
works in 1897. Abroad the Diesel engine is built by Maschin-
enfabrik Augsburg-Nuremberg A.G. at their various works in
Germany. In Switzerland the builders are Messrs. Sulzer
Brothers of Winterthur, and also the Swiss Locomotive
Works for certain sizes, under hcence to Messrs. Sulzer
Brothers. In Italy by Franco Tosi Legnano. In Denmark
by Burmeister and Wain, Shipbuilding Works. In France
by Augustin Normand. In Belgium by Carels Freres,
Ghent. In Holland it is also now being constructed by
Nederlandsche Fabriek van Werktuigen en Spoorweg-
Materieel. This firm, by the way, have been the builders of
the engine for the O.S. VuUanus. The American builders
are the American Diesel Engine Co. It will be thus seen that
the vast potentialities of this motor have been appreciated
by many of the world's greatest engine builders, who now
330
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April. 1911.
build it. In thermal efficiency it is high and gives i b.h.p.
on a consumption of not exceeding + lb. of fuel per hour, full
load, and runs for long periods with little or no attention,
and many examples have been afforded where tliese engines
have run one to two months without stop. While possessing
so many salient features it may here be as well to emphasize
the fact that the Diesel engines are expansive motors, i.e.. the
maximum pressure is more gradually attained and doubtless
much shock is eliminated thereby, as with other forms of
internal combustion engines the maximum pressure is reached
immediately after ignition, and moreover the explosion in the
ordinary type of gas or oil engine is altogether of a more
compression has of late years been largely adopted, it is re-
cognised that the life of the liner and piston of such engines
considerably shortened.
Apart from explosion pressures it is apparent that the ex-
tremely high explosion temperature consequent on high
compression, while effecting greater efficiencies for the time
being, has very serious disadvantages, and moreover the
general practice of high compressions, which began to be
prevalent some years ago and finally ended in a general scram-
ble among the gas engine makers as to who would go the
highest, is anything but ideal ; the author indeed considers it
the reverse of ideal. To be brief, competition for business
fU£L VjILV£
US,
Exhaust Valvs
Mirrlees Diesel Engine. Section 'riirongh.
!no-4oo H-P. Reversing Sulzer Marine Diesel Engine — Latest Tvpe.
violent tvpe. and it is one essential detail which pertains to
the Diesel system only enabUng relatively slow expansion, to
be possible, conditions which are not obtainable in any other
internal combustion engines. For instance, to carry the com-
pression of an oil engine much beyond 70 to So lb. per sq. incli
or of a gas engine beyond jog lb. per sq. inch would, in the
ordinary course of events entail pre-ignition of the charge at
about J to J of the compression stroke. High compressions
on an oil engine give marked detonating explosions and would
not be considered for one moment by a builder as sound prac-
tice and. in gas engines, although the practice of extra high
among makers is now so keen that what was. say for com-
parison, an II b.h.p. engine ten years ago of moderate com-
pression is now given a high compression and frequently
rated at 14 to 15 b.h.p.. the bore and stroke of the old and new
engines being almost identical. Thus it has become recog-
nised by oil engine builders that, if results are to be obtained
on a par with the Diesel, wide divergence is necessary from
established practice. In one detail alone the Diesel system
scores heavily, viz.. that of total absence of ignition apparatus,
for. whether ignition be by so-called automatic system or by
hot bulb, magneto, or other methods, extra attention is re-
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
331
quired if they are to be kept in first-class order. Moreover,
with the Diesel system of injecting or spraying the fuel oil,
most excellent combustion is obtamcd with the minimum of
deposit. In the majority of oil engines on other systems
considerably heavier deposits take place during the vaporiza-
tion or combustion of the charge, entailing much more frequent
openings up and removal of the same. Diesel engines, how-
ever, do not run at their best at very low speeds, being some-
what inchned to foul, neither is it advisable to run them with
low water jacket temperatures, but neither of these conditions
need be a serious factor. That this engine is expensive to
build must be of necessity, as none but the finest workmanship
and materials can be used. and. morcovei. it must be ex-
tremely-solid m its structure. It will be understood that the
manufacture of the Sulzer-Diesel marine engines calls for the
supervision of a special staff, and it is obvious that the con-
ditions are entirely dissimilar from those pertaining to station-
ary engines, as each engine of the marine type has to be
specially designed and built for each individual ship, hence
the initial stages in the construction of them are costly and
slow. Messrs. Sulzer. whose name is famous as makers of the
Sulzer steam engine are quite satisfied that the Sulzer steam
engine with all its refinements, superheating, condensing and
Corliss type valves, able to give i i.h.p. on a consumption of
steam between loj and ii-| lb. per hour, have no chance as
to economy or efficiency when paralleled with the Sulzer-
Diesel engine. Herewith are some tables showing compara-
tive cost of steam and oil engines.
T.\BLE " A."
Ste.\m Engine.
Fuel— Coal.
Labour.
Fuel.
Stand by Losses.*
1,500 i.h.p. X
10 Firemen,
24 tons 2 cwt.
.\ssunring 20
1* lb per
Trimmers and
perdavat
14s.
days per an-
1 h p. =
I Donkeyman
= £'6 17s
4'l
num, 5 tons
2.250 lb
IS. per day
= ;fiiSis
4d.
per day= 100
per man = 1 1 s per week .
tons = £';o
per day.
p:;r annum.
7 days per week
say £1 7s.
=£i 17s.
per week
Wages £ t week
e ich = _^ii
,
ii '7 °
II 00
118 I 4
£132 18 4 sum total
* Stand by losses not in sum total
Table " B."
Oil Engine.
1,500 b.h.p. =
1,725 i.h.p.
1,500 X J lb. -i
750 lb per
hour
Labour.
I Donkeyman
at £1 per week
Food IS. per day
= 7S. per week
'--A I 7S.
£''o 5
1 7
Fuel.
Stand by Losses.
7 tons 16 cwt.
per day at £2
per ton = say
/15 15s. per
day or /no 5s
Nil.
;^.'"7
Table " C."
Cargo Space Savink Comp.ared. Oil,
Steam.
4,000 ton vessel. Nil
Steam.
Oil.
40 per cent, on 4,000 tons = 1,600
tons, value say at £1 per ton per
annum =£1 .600.
Table " D."
Repairs to boibrs as apart from engine repairs, scaling, new
zincs, firebricks, per annum, ;£loo.
I
Table " E."
Thermal Efficiencies Compared.
Steam, ordinary, as low as 6 per cent. ; highest, including
superheating, etc., etc.. 15 per cent.
Hot air engine, from 7-10 per cent.
Oil engine, ordinary, 16-20 per cent.
Gas engine. 20-25 per cent.
Diesel System engines, 30-38 per cent.
The consumption of oil has in this, as in the case of other
engines, been purposely estimated on the excessive side. But
even on these figures it will be obvious that no ordinary' tramp
steamer with quadruple or triple engines has the slightest
hope of putting up a fight on the .score of running costs, and
whilst by the adoption of steam turbines space might be re-
duced no great reduction in running costs is to be obtained.
It may, at this stage, be asked why the gas engine has not
developed to the e.xtent that the author and others anticipated
it would. That the oil engine is more advanced for marine
work is beyond question, but to state that the oil engine had
developed into being the cheapest form of power would not be
entirely in accordance with facts. No oil engine has the
remotest chance of competing with a gas engine on bituminous
producer gas. A good oil engine, however, can surpass a gas
engine operating on anthracite or smaller powers. At this
stage the following table may be of interest : —
1000 h.p. Bituminous Gas Plant, 24 hours per day, supply-
ing gas for 1000 h.p. gas engine. Fuel consumption 10 tons
16 cwt. per day at los. per ton = £5 8s.
Oil Engines. 1000 h.p. i lb. per b.h.p. per hour = 500 lbs. =
4 cwt. = 5 tons per day at £2 per ton = ^io per day.
Were anthracite or coke to be available m all parts of the
world at reasonable prices some stubborn resistance would
be offered by the cheaper gas power. It is astonishing that in
England neither Messrs. Crossley Bros, nor the National Gas
Engine Co. nor other large gas engine builders have made any
definite attempt or are in a position to offer marine engines,
oil or gas, of such power as is required for an ordinary going
tramp vessel. The grand British total is largely summed up
by Beardmore's e.xperimental " Rattler," the Holzapfel pro-
ducer gas boat and a number of smaller installations.
The advent of the marine oilengine has been largely assisted
on the Continent by an absence of coal such as Britain pos-
sesses, hence in England for stationary work with our abun-
dance of cheap fuel and for powers of not less than 500 horse,
the oil engine can only compete under certain local conditions
or for certain work or against an anthracite plant. For
marine work, however, it is certain that the shipowner for
some time to come will give his support to the oil engine,
although the power costs are higher than would be the case of
a gas engine and bituminous plant installed in a boat. But
the increased cargo space which the oil engine permits would
altogether predominate, as will be seen from the table " C."
and would not appeal so strongly as in the case of land instal-
lations, and, in this case, would outweigh all other considera-
tions. The question of the gas engine for marine may. how-
ever, be shelved for the time being, but it is bound to again
come to the front after the oil engine has paved the way.
In considering an installation of marine oil engines, whilst
the variety of plants is some disadvantage, there is reason to
beUeve that a 3,000 h.p. installation might be a compromise,
as say: — -1,000 horse of steam for operating centre turbine,
and 2X 1,000 horse of oil engines port and starboard.
Excellent results have been obtained in land practice with
oil and steam engines installed in power stations ; moreover,
there are waste heat e.xhaust products from the oil engines
that might well be utilized for steam raising or superheating.
There is every reason to believe that with a Wilson e-xhaust
boiler the oil engine e.xhausts would provide steam equal to
15 per cent, of their output. Hence. 15 per cent, of 2,000
horse = 300 h.p.
With a steam-oil combination, however, there would be a
loss of 25 per cent, cargo space compared with an oil installa-
tion alone, but the boiler space required would not be excessive
and an extra advantage would be the use of the centre turbine
for docking, very slow and reversing work. Auxiliary steam
would not be available, of course, when the oil engines on the
port and starboard positions were not running, but this would
be supplied by an oil-fired mam boiler. Under sea conditions
the two oil engine sets would be running and also the turbine,
a large proportion of steam being maintained by the oil-fired
332
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
boiler assisted by the auxiliary boilers using exhaust gases
from the oil engines.
Except \inder bad weather conditions the oil-fired boiler
could be occasionally blo'wn down even on a voyage, thus the
steam unit could be maintained at highest efficiency, and even
with the main steam boiler shut down it is probable that the
turbine would be kept slowly going by the exhaust boiler
steam only. Such a combination, however, is by no means
essential to tlie installation of oil engines in a vessel, but it is
obvious that the economical engineer would not view alto-
gether with equanimity the deliberate waste of exhaust gas
capable of giving him even loo iiorse per hour. More-
over, provision .must be made if these gases are not utilized
for steam raising purposes to water-cool the exhaust pipes
themselves, as uncooled pipes in an engine room from even
1 ,000 horse oil engine would be quite sufficient to make matters
extremely uncomfortable for the engineers on watch.
Whilst every credit must be accorded to Diesel for the
evolution of the Diesel engine and its principle, it must be
borne in mind that although the inventor originally designed
his motor for the combustion of coal dust, later search proved it
to be impracticable, and so far the Diesel system can only be
utihzed for liquid fuel, coal gas or producer gas being.with all
other forms of gas inapplicable. Slow combustion is at-
tained in the Die.sel engine, apparently owing to the fact that
with its system in addition to other things greater dilution of
the combustible mixture with air is possible, consequently
explosion is replaced by expansion or slow burning. As far
as can be ascertained no form of igniter will ignite a charge of
coal gas diluted by air to more than 1-14 to 1-15 parts, these
latter figures being, of course, only experimental results.
Producer gas, by means of its composition and low calorific
value is certainly very sluggish in ignition and certainly could
not have air dilution much beyond 1-4 to 1-5 parts [vide
Dugald Clerk and William Robinson). Were it possible in gas
engme practice to obtain ignition of considerably weaker mix-
tures, doubtless much lighter explosions would be obtainable.
But even then the slow combustion, which is a characteristic
feature in the Diesel engine would not be attained. At the
same time it must not be forgotten that the latest type gas
engine using producer gas and of the throttle governor type
gives a much less violent explosion than the older types of gas
engines, the explosions being graduated by the governor,
which increases or decreases the volume of the mixture.
For many years oil engine builders endeavoured when using
residuum fuel to vaporize it after the manner of ordinary
petroleum engines ; in fact this is still done in several engines.
Their endeavours were successful as far as making vapour
alone was concerned, but unfortunately, owing to variety in
the temperature of the vaporizer, there were constant fluctua-
tions between vaporization and cracking, and in the cracking
process with the heavier distillates large quantities of deposit
were left in the vaporizer cylinder ports, sufficient in the course
of several days' running to interfere with satisfactory opera-
tion. It has now become recognised that for clean combus-
tion, reduction of deposits, etc., vaporization of heavy fuel is
better left alone, i.e., no attempt made to convert the fuel
into vapour, but it is sprayed direct into the combustion
chamber, the heavier globules of the fuel being broken up and
subjected to combustion before they can fall out and leave
deposits. Thus in a measure the spray, so prominent a feature
of tlie departed Priestman, again makes its appearance , al-
though the modern application is, of course, different. Re-
garding vaporization it may be advisable to quote Professor
Robinson's Gas and Petroleum Engines regarding Cracking
of Fuel Oil:—
" Wlien heated above their normal boiling points, the
lieavier hydro-carbons of the paraffin series are cracked or
chemically spht up, partly into ligliter liydrocarbons of lower
boiling points, whilst marsh gas and hydrogen are set free and
a slight carbon deposit formed with tarry deposits, etc. .
iieavy hydrocarbons are thus spUt up at temperatures above j
400° F. In the oil engine a carbonaceous deposit may be
produced by cracking the less volatile residue by the rapid
fluctuation of temperature. Compression of the oil vapour
checks cvaporization and causes partial condensation, then the
high temperature of inflammation instead of giving complete
combustion, may result in the cracking of some oils and in the
lorraation of residue which accumulates and in time forms
the hard carbon deposits found in tlie combustion chambers
of some engines. ... On still further raising the tem-
perature to bright cherry red drops of oil are gasified or may
only be partly converted into real oil gas and tarry products,
wliich are usually washed or scrubbed out in the process of
oil-gas making (Mansfield Keith's, etc., systems), but cause
trouble and stop the oil engine. It is necessary therefore to
regulate the temperature of the vaporizer below this gas-
making stage to prevent the formation of tar and deposit
of carbon."
To Messrs. Priestman is due the first general employment of
the water spray, i.e., addition of water vapour to the explosive
mixture, and which has again in recent years become prominent
in certain quarters, almost being acclaimed as a great dis-
covery. Hence, what oil engine builders are in many cases
using on their latest oil engines Priestman adopted twenty
years ago. Even Messrs. Priestman would not, however,
claim originality for it, water being first injected to a gas
engine cyUnder by Brown in 1823, although for a difierent
purpose. On the merits or demerits of water spray it is not
proposed to dwell, but where water spray is to be used it is
certainly an advantage if the spray will be suitable for use in
salt or sea water, as, obviously, salt deposits on the piston or
valves would tend to pre-ignition and other troubles which
must be avoided in large oil engines. While certain ship-
builders and ship engine builders will naturally desire to build
their own oil engines forthwith it is to be hoped that for a
year or two they will decide to purchase standard models
and gain experience before attempting to build an oil engine
themselves. It is surprising how many entrants to the field
of gas and oil engine building who, having wonderfully novel
ideas and also strangely wonderful engines, have, after
lengthy experiments and much e.xpense, arrived at the end
of their voyage of discovery, finding that they had reached
that point of e.xperience where the established builders left
off fifteen or twenty years ago. Moreover, the profits on
building oil engines will be found to be considerably below
those obtainable on steam engines, and it would appear
extrem,:ly desirable from this point alone to avoid journeys
into the desert of exploration. The author has not in this
paper traversed the elementary stages of oilengine operation,
as, in principle, they are largely similar to those gas engines
and oil engines which have been so frequently discussed at the
meetings of this Institute, but has desired to make prominent
the most vital innovations of the systems described, so that
at this juncture the cardinal points of the various systems
may be reviewed by marine engineers.
Many questions have been raised as to the lubrication costs
of the most approved engine, but, under ordinary circum-
stances and provided a suitable lubricant is used, there will
not be found great difference under this heading between oil
engines and the marine steam engine, including auxiharies in
both cases. With reference to the auxiliaries this is generally
a 20-30 or 50 h.p. small engine ; in the high-powered units
there are usually two auxiliary marine engines. These are
employed to charge the various air reservoirs used for starting
or reversing, and also (when compressed air is used) for operat-
ing the deck winches, otherwise the main engines have their
own reservoirs which theycharge themselves, for all the normal
requirements of fuel injection and starting. The critic may
here remark that, under certain conditions, if the auxiliary
engine failed there might be difficulty in getting the main
engines away or reversed, .\dmitted there might be such
difficulty, but methinks the critic might be asked if, under
certain conditions, his reversing engine employed on the pre-
sent marine engine failed, would not that also be awkward.
The critic might reply that such a thing would be extremely
remote ; the author's reply re the auxiliary engine is ditto.
An auxihary engine is indispensable ; to rely entirely on the
main engines keeping up air supply for all purposes cannot
seriously be considered for marine work, and without these
would be almost the equivalent of a steamer without the
ballast or little donkey.
Much trouble was encountered in the early stages of marine
oil engine building when many engines were reluctant to start
on first admission of the compressed air and also through
various faults in design. Moreover certain builds of the
stationary type of engine were extremely troublesome to get
away, when m the locality of humid or cold atmospheric con-
ditions, but these occurrences are not a feature of the later
production if properly handled. For instance, it would not be
reasonable to expect that an engine will start with the main
fuel valve choked up or with leaking valves. Now, as to the
April, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
333
question of wear and tear this may probably be slightly higher
than with steam, but as it is impossible to have steam engines
without boilers, and as the latter put up the repair bill con-
siderably, the oil engine is in the long run considerably under
steam in repair costs. Accidents caused by burst air reser-
voirs are extremely rare, and it must be recognised that,
whether your motive power be steam, gas or oil, accidents in
some form or other will occur, and underallordinary conditions
there is far less risk of explosion than with steam engines and
boilers. Generally the author's opinion is that the greatest
success will attend the installation of oil engines in boats,
providing that ambitious schemes are not launched without
mature experience, and at the onset moderate powers be used
— say, 1,000 to 1,500 h.p. — so that the units can be gradually
increased in size as experience is gained by the marine en-
gineer in running and sea-going conditions. There are also
many advantages to be gained by a trial of two small units
instead of one large one, quite irrespective of the convenience
expansion, etc., is largely absent in the Diesel, in which
pressures are more or less constant.
The question of reversibility in the latest type of oil engines
has been much discussed, and it will be easily understood that,
as they are principally of the two-cycle type, ontheengine being
brought to a standstill, or on slowing down, compressed air
being admitted at the proper moment, duly determined by
proper admission valves, the method of operation, engine
piston working proceeds the same, irrespective of the direction
of rotation, i.e.. ahead or astern. The two-cycle engine obvi-
ously has the advantage over the Otto or four-cycle engine in
the elimination of valves, and the value of this becomes
particularly apparent in marine work. There is, however,
no reason why the two-cycle principle should not be applied
to a gas engine using producer gas, and the much discussed
question of reversibility settled in this direction. The author
however, may say that while producer gas may be used on a
two-cycle engine he has every reason to believe that a new
phase of difficulty will arise in connection with such engines
as it is not necessary to discuss in this paper. Largely, how-
ever, there is no novelty in the two-cycle engine, but merely
the exigencies of development in this direction have brought
the more advanced method of using the cycle to a head.
The practical pioneer of the two-cycle engine was, without
doubt, Day, the inventor of the engine which bears his name.
Blackstone Marine Oil Engine.
Side elevation.
Blackstone Marine Oil Engine.
in inspection, ease of replacing parts, overhauls, etc., than if
in one unit. If desired, however, one large unit may be
installed with good results, and where the expense of two
propellors cannot be considered. In the building of gas and
of oil engines, many engines have been evolved which, after
trial in the test shops, have been relegated to the scrap heap,
an expensive process, but the only way if it is desired to send
out a survival of the fittest, and new entrants into the field
of marine oil engine building cannot expect to escape the
same process in the initial stages. The Nuremberg and
Sulzer engines are extremely well built, and it may be men-
tioned that the M.A.N, original engine is still at work and
in excellent condition. The repair and upkeep of Diesel
engines built by reputed makers have been much discussed,
but there can be no doubt that they are superior in this
respect to all other types of gas or oil engines. The point
not to be overlooked in this connection is that the wear upon
the piston and cylinder, which occurs in gas or oil engines of
the usual type, due to high temperatures, shock, unequal
Dugald Clerk says : " The Day engine has the peculiarity
that it can run in either direction. This is possible because
of the absence of timing valves or valve gear operated from
the crank shaft."
In conclusion, the author hopes that criticisms will be
focussed on the main features of the engines dealt with so that
the solid objection from marine engineers to the oil engine may
be brought out ; and objections there will be, but, come as they
may, the survival of the fittest cannot be obscured. .Assuming
that the marine engineer has studied his engines and is pre-
pared to devote that same skill and diligence which he devoted
to the marine steam engine the troubles of operating marine
oil engines will speedily adjust themselves. The j_human
element is a factor in all engineering matters, and it is apparent
that if our engineers are not developed pto rata to the engines
there must be an end of progress. While it cannot be ex-
pected that the veterans of steam propulsion will welcome the
arrival of any form of internal combustion engine, it is certain
that the younger generation of marine engineers are ready
334
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
to fall into line in the matter. An advantage also not to be
overlooked is the rapidity with which a vessel can get under
way. Except under special circumstances steam would not
be raised in an ordinary boat from cold in less than six to
eight hours, whereas the oil engines can bs easily started in
less than half an hour. Another feature also with steam which
nas not been touched upon is that at dead slow to half speeds
the fuel consumption go=s up consideraoly, and it is quite
feasible to understand that during such an operation as dock-
ing the efficiency may be reduced from 25 to 40 per cent.
While efficiencies and low fuel consumption can be main-
tained it woiUd prove exceedingly interesting to have some
authentic data on jobs not exceeding 1.500 h.p. which would
show that the fuel consumption was considerably under
li lbs. per i.h.p., the same to be spread over a period of, say,
two years, trial trips not counted. In the matter of coaling
also, where extreme rapidity is desired, it is more than human
to expect that a marine engineer, in addition to his numerous
other duties, can check every ounce that is placed aboard of
coal, and owing to various conditions there is occasionally
considerable leakage. In one case the author has in mind
where the fuel has to be sent a considerable distance before
reaching its ultimate destination ; the loss is between 5 and 7
per cent, from this cause. Oil fuel, on the other hand, can be
accurately measured.
In this piper it is not proposed todiscussthe auxiliaries, etc..
where another huge saving is to be. accomplished. There is
every reason to believe that cases of broken propeller shafts
and damaged propellers will be greatly minimized with the
uistallation o( oil engines, as the latest type oil engines are
fitted with a rapid acting governor so that racing is not
allowed to any extent or is absent altogether. While the
latest type of oil engine is fairly elastic it would not be claimed
that it has the advantages of steam at extremely low speeds,
but it could be hardly considered a very serious objection.
As a comparative example of the class of steam engines an
illustration of the latest Sulzer uniflow steam engine will be
found and although these engines are capable of giving i i.h.p.
on 10 to I I lb. of steam per hour, they have been found to
be totally unable to compete with the oil engines of the same
make. While the oil engine does not lay claim to have the
great elasticity of the steam engine, the author would remind
critics that neither does the oil engine have the " elasticity "
of fuel consumption on varying loads in anything like the
same proportion that is encountered with steam engines
under similar circumstances. The consistency of the oil
engine m fuel consumption is one of its marked features,
and it is well-nigh impossible for any marine job to work to a
fuel consumption having such small variations. Almost
throughout the world liquid fuel oil is becoming now avail-
able, and such being the case the equivalent -V lb. of the
same gives the i b.h.p. When the oil engine is settled down
to marine work the author is confident that differences of
fifty, one luindred and two hundred tons variety in con-
sumption on round trips will be a thing of the past, bad
weather conditions reckoned upon.
Recent information to hand shows that fifty vessels, ranging
from 1,000 to 9,000 tons, are afloat or under construction.
Messrs. Leonard Chapman & Co., Ltd., Importers and Manu-
lactur-rs, .Muntoii Road, London, S.E., report :
Graphite, a> imported, according to quality.
£ s. d. £ s. d.
Ceylon L.L. c.i.f. London '5 15 o to 3S o o per ton
O.L. ,, . . 10 19 6 to 37 19 6
chips ,, . . 8 15 o to 27 ID o
dust ,, . . 10 o o to 25 10 o
Purified, milled and ground.
Ceylon, 97"(, to 99%, f.o.b.
London 59 o o to 63 o o per ton
90% to 91% ., 40 o o to 42 o o
80% to 81% ,, 30 o o to 32 o o
70% to 71% ,. 27 o o to 28 o o ,,
American large flake, f.o.b.
London 45 o o to 49 o u
small ,, 35 o o to 45 o o
Joint Compd. per cwt 2 9 oto 212 6
Paint Paste ., 2 2 o to 2 5 o
Paint per gall o 4 gtoo 5 3
Whole.sale lists of tinned goods on application.
NAVAL MATTERS-PAST AND
PROSPECTIVE.
( From our Own Concspondent.)
Portsmouth Dockyard.
ONE of the new armoured ships has been allotted to Ports-
mouth, and the sum of £^182,000 is to be spent on the
vessel during the coming financial year. Whether she
is to be a battleship or an armouredcruiser of the "Invincible"
class is not yet settled, but doubtless she will be a battleship.
The large refits provided for are the cruiser Drake, which
is to have over ;^ioo,ooo expended on her ; the cruiser
Argonaul, £gi,042 ; the battleship Albemarle, p£ 1 8,000 ; and
the cruiser Essex, £11,780. The new battleship King
George V. is to have over a million sterling spent on her during
the year. The vessel is making very satisfactory progress
and her framework has been advanced to a fairly large extent.
The launching ceremony will, according to present arrange-
ments, take place in August. The progress of the battleship
Orion is also satisfactory, and there seems no reason why
she should not be ready for her steam and gunnery trials by
June. The battleship Neptune has returned from the
Mediterranean and has been placed in dry dock for a final
clean up preparatory to becoming the flagship of the Home
Fleet. The change of .Admirals took place on March 25th.
when Admiral Sir Francis Bridgeman hoisted his flag in
succession to Sir William May, who goes to Devonport.
The old flagship, the Dreadnought, is to undergo her first
extensive refit. The armoured cruiser Invincible has arrived
for a thorough overhaul in consequence of her electrically-
worked barbettes still giving trouble. The vessel will be
ready to take part in the Coronation review, which, it has
been announced, is to take place on June 24th, two days
after the coronation of their Majesties in Westminster Abbey.
The fleet to assemble at Spithead will, it is understood, be
a record one, and it is probable that in addition to the tour
divisions of the Home Fleet and the Atlantic Fleet, part of
the Mediterranean Fleet will be present. The crui.ser Achilles
was to have come in for refit on April ist, but her repairs
have been deferred until the end of July owing to the large
amount of work m hand. The port has been in mourning
owing to the sudden death, on March ist, of Admiral the
Hon. Sir Assheton Curzon Howe, who came here as Com-
mander-in-chief less than a year ago. He has been succeeded
by Admiral Sir Arthur Moore, who was last employed as
Commander-in-chief on the China station, which post he
vacated at the beginning of 1908. Engineer-Captain Frost,
who is on the staft of Rear-Admiral Limpus, commanding
the local division of the Home Fleet, has been awarded a
Good Service pension of / 150 a year, in the vacancy created
by the promotion of Engineer-Captain Fielder to Engineer
Rear-.Admiral.
Devonport Dockyard.
We have been allotted one large armoured cruiser, for
which the sum of ;£ 17 1,000 has been allowed for the new
financial year. Just over a million is to be spent on the
Centurion, and about half that amount on the Lion, while
the large refits include the cruisers Sutlcj. Amphitnte, Eiiropn
and Andromeda. The battleship Colli ngivood, as mentioned
last month, came in for docking in consequence of having
struck a rock when entering Ferrol Harbour. An examination
of her underwater plating showed that it is damaged over a
space of about 120 square feet close to the oil tanks and
1 2-inch magazine. The plating damaged is approximately
25 feet in length and only 4+ feet in width. Another vessel
belonging to the port met with a mishap recently, the battle-
ship Mars colliding with a schooner while on her way from
the Hamoaze to her berth in the Sound. The battleship's
ram struck the schooner on the starboard side, and to prevent
the small ves,sel sinking she had to be beached. The battle-
ship was uninjured, it is almost unnecessary to add. The
destroyer Acorn, of the Second Flotilla, came in on March
8th in a damaged condition, having been in collision off
the Scilly Isles with the Redpole. Both are new vessels and
have only been recently delivered. The Acorn, which came in
under her own steam, had a large hole on her starboard
quarter, while the Redpole is said to have been uninjured.
April, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
335
Another collision occurred on March loth, about two miles
off Rame Head, between Submarine li6 and a ketch, while
the submarine flotilla was exercising. The ketch was slightly
damaged and came into port, but the submarine was none
the w'orse. The cruiser Lion, which has been in dock for
over six months, has been floated into the basin, w-hcre her
armament, tripod mast, funnels, turbines and conning towers
will be lifted in. The cruiser Gloucester has reshippcd her
foremast, which carries the range-finding equipment, it having
been taken out for repair owing to defects developed during
the recent exercises. The cruiser Talbot has returned from
her trooping trip to the' Mediterranean, and has been sent to
HauU)Owlinc for a refit. The value of the extension of No. 4
Ilock at the South Yard, which was onlv reccntlv completed.
kl.A.N 300 to 1000 HP. Reversing Nuremburg Marine Oil Engine.
(See " Modern Developments in Oil Engine Practice ")
has already been proved on two occasions, when pairs ol
destroyers have been 'simultaneously docked. The pair in
dock now are the Vigilant and Bitllfincli. An outbreak of
fire occurred on the night of March i ith in the wireless room
of the destrovcr Gotdfinch. which was lying alongside a
wharf, all the fittings and mstruments being destroyed.
The Goldfinch was only delivered just over a week previously,
and she had been commissioned for the Second Destroyer
Flotilla. Admiral Sir William May is to be Commander-in-
chief in succession to Admiral Sir Wilmot Fawkes, and he
is to take up his duties on April gth. It is anticipated that
.\dmiral May will only remain at the port until next spring,
when he will' probably' go to the .\dmiralty as First Sea Lord.
Chatham Dockyard.
It cannot be said that we are disappointed at our share
of new construction as set forth in the Navy Estimates, as
no one really expected that we should be allotted a large
vessel. Our share is, as anticipated last month, two sub-
marines, on which /i6,ooo is to be expended during the coming
financial year. The amount allowed for the new cruiser
Chatham is over ;^2oo,ooo. That vessel is making excellent
progress. The principal work in the repair programme are
the refits of the battleships Bulwark, Canopus, Glory and
Ocean, and the cruisers Cressy, Hyacinth and Dido. There
is also the cruiser Pactolus, which was withdrawn from sale
at Sheerness three years ago and laid up in the River Stour.
She is to be brought here and converted into a depot ship
for submarines at a cost of ^i 1,000. The two submarines
of the programme of 1910-11. whose keels were recently
laid, are to be known as the " E " class. They will be 176 feet
long, with a maximum breadth of nearly 23 feet and a dis-
placement when submerged of nearly 800 tons. As showing
the progress made in this direction it may be mentioned
that the " C " class, the first submarines built here, are
131; feet long and their displacement 320 tons. Two vessels
of the " D " class are in hand, Dj and 2)8, one of which
is in an advanced state, while the other will be completed
in a few months. The first salvage vessel for submarines.
Lighter No. 94, which has been built here, has been delivered
at Sheerness, where she is to be stationed. The vessel has
been specially constructed to lift submarines of the " C "
class, and will be used for mooring work until required for
salvage operations. The tugs Firm and Alliance have also
been completed and manned by Sheerness crews. The Firm
is to be attached to Dover in place of the Rambler, which
has been sent to Gibraltar. She is a paddle tug, w'ith a
displacement of 6go tons and engines of 1.250 horse-power.
The Alliance is a screw vessel with a displacement of 620 tons
and is fitted with engines of 1,400 horse-power. She is for
service at Sheerness. The battleship Agamemnon, of the
First Division of the Home Fleet, which recently touched
an uncharted rock in Ferrol Harbour, has come in to be
docked, but it was found that the injury she sustained is
of a very trilling character, such as a bent plate and some
little damage to the framework. The repair ship Cyclops
is due immediately for a refit. The destroyer Derwent.
which had been in hand for nearly three months, has been
recommissioned for service in the Nore Flotilla. Engineer
Rear-Admiral Rudd, who had been manager of the engin-
eering department since the beginning of 1906, has been placed
on the retired list after thirty-nine years' service. His
successor is Engineer-Commander Rawlingson, from Gib-
raltar, who, like his predecessor, has passed the special
courses at the Royal School of Naval Architecture and the
Royal Naval College, Greenwich.
Sheerness Dockyard.
Reference has previously been made to the reorganization
of the Nore Destroyer Flotilla. The Torpedo boat Flotilla
is also being reorganized by removing the old boats and
replacing them by the turbine boats which have been in the
destroyer flotilla, "these latter having been originally designated
coastal destroyers. The Ribble has been detached from the
Nore Destroyer Flotilla and sent to Hanlbowline for a refit.
The cruiser Highflyer left at the end of last month for the
East Indies to relieve the Hyacinth as flagship. The latter
vessel is to return here and join the Nore Division of the
Home Fleet. The cruiser Blenheim arrived on March 6th
from Chatham on the conclusion of her refit, and a few days
later proceeded to Harwich to resume her duties with the
First Destroyer Flotilla. While entering Harwich Harbour
the Blenheim grounded, but was floated uninjured at high
tide. Submarine Cq. which was damaged by colliding with
Hartlepool breakwater, will have to be fitted with a new-
bow casting. The vessel has been moved from the dock
into the steam basin, where repairs are being carried out
to her electric batteries, pending the delivery of the new-
casting from Messrs. Vickers, Sons & Maxim, the builders
of the vessel. The destroyer Hasty, which was escorting
Submarine C30 to Dundee, met with an accident to her rudder
off Great Yarmouth on March i6th. She was brought in
for repairs by the tug Robust. .\ collision took place in the
harbour on March 9th, but luckily without serious damage.
The Urgent, a recently-built water tank, was caught in the
I ebb tide and drifted across the bows of the cruiser Endymion,
33^
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
receiving some damage on tlie port side aniidships. She
was brought in and docked, when it was found that a small
portion of her bilge keel had been carried away and a hole
had been made. A sad mishap occurred towards the end
of last month while Torpedo Boat No. 1 1 5 was pickmg up
moorings. A seaman slipped off the buoy and Lieutenant-
Commander Alderton jumped into the sea and endeavoured
to save him, but lost his life m the attempt. The seaman
was rescued. The dredging operations which have been m
progress for some time past in connection with the adoption
of a new channel for warships have been completed. The
old channel where it crossed the bar had only 20 feet of water
at low water spring tide, but there is believed to be not less
than 27 feet in any part of the new channel.
Pembroke Dockyard.
[t was found necessary to postpone the launch of the
cruiser Active, which had been arranged for February 27th,
until March 14th, when the event duly took place m the
nresence of about 5,000 spectators, the naming ceremony
being performed by Lady Herbert, the wife of Major-General
Sir Ivor Herbert, M.P. Practically all the main fittings in
the after part of the vessel were completed, with the exception
of the propellers, which will be shipped when the vessel is
in dock .\ departure has been made in the Active as regards
the berthing of the officers and crew, the old custom of accom-
raotlating the officers aft and the men forward being reverted
to instead of as in the four previous vessels of the class,
where the officers are quartered in the forecastle and on the
lower deck forward and the men aft. The Active, it is under-
stood is intended as a parent ship for destroyers, like her
sister 'vessels. Immediate preparations were marie after the
launch for laying down the cruiser Amphion. this event
taking place on the following day, when Mrs. Mundy, wife
of the Captain-Superintendent, performed the ceremony.
The Amphion will be practically a replica of the Active.
The cruiser Blonde has completed her steam and gunnery
trials in a very satisfactorv manner and she is now bt;mg
prepared for commissioning. The horse-power was easily
kept above the stipulated 18,000, and sometimes reached
-5 000 while she attained a speed over the measured mile of
^c'yj knots The confident anticipations as to two un-
.armoured cruisers being allotted to Pembroke have not been
fulfilled our share being one unarmoured cruiser, on which
, 000' is to be spent during the coming financial year.
Stili we have the cruiser Amphion, on which a start has just
been made- the Active, just launched, and the Blonde to
complete for sea, in addition to repair work. So no doubt
there will be quite enough work to keep us fully employed
during the year. The destroyers Cheerful and Coquette,
which are undergoing refits, have been dry-docked, and
when they leave the dock Torpedo Boat No. 045 will be taken
in hand. This boat recently underwent an extensive refit
at Devonport, when new boilers were fitted and a considerable
part of the outer bottom was newly plated. The principal
thing we have to do is to remedy the deficiency of water
tanks.
MARINE BOILER REPAIRS.
AT the Institute of Marine Engineers, the adjourned dis-
cussion took place recently on the paper read by Mr.
James Innes, entitled " Notes on Marine Boiler
Repairs." >, i, n , t-
In opening the adjourned discussion Mr. H. Ruck-Keene
supported the author's statement that corrosion in the upper
part of the front-end plate was due to radiation of heat
from the uptake and the plate being subjected to continual
wetting and drying through the pitching of the vessel. With
regard to the corrosion often found in the bottom manhole
doors referred to in the paper, a good many repairs in cases
of this kind had been carried out very successfully by means
of the oxy-acetvlene and electric systems of welding. Cor-
rosion in the way of the feed-check valves was almost entirely
due to the amount of air passing through the valve. Furnace
cracks were in most cases due to accumulation of scale at
one particular part of the furnace. He strongly advocated
withdrawable furnaces, and described a method by which
they could be fitted where ordinary furnaces had originally
been used.
Mr. Robert Balfour emphasised the importance of adequate
boiler seatings to prevent leakage, grooving or cracking of
the circumferential seams due to want of support. Grooving
and cracking of the furnace front plates flange to which
the furnace is riveted at the top part was found in most
cases where rigid furnaces of ribbed or plain type were
fitted. When the bottom part of the furnace front plates
was badly corroded, necessitating renewal, the practice was
to cut the plates at the sides between the furnaces at places
sufficient to admit of the fitting and riveting of the internal
butt straps to the new and old plates. In some cases lap
joints had been adopted. He considered that corrosion of
furnaces along the line of the fire bar was due to the freeing
of the air from the water and difference in temperature at
this level, when rapid ebullition took place. It was a question
of treatment and should be arrested in time. The distortion
of furnaces in his opinion was often due to bad circulation,
limited power, forcing fires and inferior coal. With regard
to cracks in furnaces, he preferred either the oxy-acetylene
or electro-thermic systems of welding to lock studding.
Mr. F. M. Timpson referred to the great care with which
the boilers were looked after by marine engineers generally.
He mentioned a case where, in a land boiler, a pipe was fitted
from the blow down cock to the back of the boiler to clear
away the accumulation of sludge, and thought this method
might be applicable to vertical donkey boilers where occasion-
ally deposits were to be dealt with.
Mr. A. Jobling did not consider the buckling of the back
plates was due to the accumulation of scale, as in several
cases which had come under his notice their predominant
feature had been the accumulation of scale, yet there was no
buckling, while with practically clean boilers the backs had
been buckled. He suggested that it was due to bad circula-
tion in many instances.
Mr. S. J. Ross said that in his opinion many of the troubles
mentioned in the paper arose more or less from defective
circulation of the water ; for instance, it had been proved
from experience that the fire-box stay nuts did not burn off
when the circulation was good. Corrosion also would be
prevented, as the corrosive elements in the water could not
act if the water was kept circulating.
Mr. H. Schofield considered that corrosion in the hne of
the firebars could be prevented by improving the circulation.
Mr. T. R. Stuart did not think that the want of circulation
had any effect in the corrosion on the line of fire bars. The
corrosion took place chiefly in ships not fitted with feed
heaters, and was effected principally by the admission of
air into the boilers. The leakage between the feed pipe and
the checks, in his opinion, could be prevented by placing
the feed check valve in a more convenient position on the
front on the shell of the boiler. All water should be evapora-
ted before being put into the boiler.
Mr. J. Thorn considered that riveted seams were the cause
of many leaks in boilers. He did not think the question
of circulation was of much importance ; the exclusion of
any oil from the boiler was more vital.
Mr. R. S. Kennedy described some repairs effected by the
electric arc system of welding.
Mr. E. W. "Ross mentioned an improved way of building
a boiler in which the shell-plates were rolled circumferentially,
and welded into one piece to avoid riveted seams.
Messrs. W. Forrester and J. Clark also took part in the
discussion, and the meeting concluded with a vote of thanks
to Mr. Innes on the proposal of Mr. Timpson, seconded by
Mr. Clark.
A Record Feat in S.\lvage Work. — The Bum Line
steamer Bannockbuin recently came into collision with the
steamer James Westoll. and, being in danger of foundering,
was beached at Dover near the Prince of Wales' pier. The
Dover Harbour tug Lady Crundall, which is fitted with power-
ful Merryweather salvage pumps, was taken alongside and
pumped out the water from the damaged vessel, enabling
her to return to London for repairs. The Lady Crundall
has accomplished many excallent performances, notable
among these being the salving of the British cruiser Sappho
and the New Zealand liner Whakatane. but it is doubtful
whether she has done smarter work than on the present
occasion. Twenty to thirty thousand tons of water were
I pumped out of the Bannockburn within twenty-four hours.
Apkil, lyil^
THE MARiiNE EiNGlNEEK AND xNAVAL ARCHITECT.
337
OBITUARY.
Alexander MacLaine, J. P.
BY thf death of Mr. Alexander MacLaine, J. P.. whicti
occurred at his residence, i, Queen's Elms, University
Road, Belfast, on the 24th of February, a link
connecting the old wooden shipbuilding period m Belfast
with modern shipbuilding, has been severed. The deceased,
who had been in a feeble state of health for some time
past, had reached the advanced age of eighty-eight years.
.Vlthough for the past two or three years Mr. MacLaine
had taken no active part in business affairs, he was at one
time prominently associated with the industrial and com-
mercial life of Belfast. For a period of thirty years he occu-
pied the position of Chairman of the Ulster Steamship
Company, of which he was one of the founders. He was also
at one time director of the Belfast Steamship Company
and of the Ulster Marine Insurance Company, and for some
years he was a member of the Harbour Board and of the
Chamber of Commerce. Mr. MacLaine's father, who was 1
a native of Skye, came to Belfast upwards of a century ago,
and, in partnership with the late Mr. William Ritchie, carried
on a successful shipbuilding business. On Mr. Ritchie's
death, Mr. MacLaine, senior, became sole proprietor of the
yard, subsequently taking into partnership his sons John
and Alexander, and the industry was carried on by them
until the year 1S78, when the business was absorbed by
Messrs. Harland & Wolff. The deceased patented a piston
packing which met with considerable success, both in land
and in marine engines, and is still being extensively fitted.
He was one of a family of five brothers and three sisters, of
whom the only survivor is Mr. George L. MacLaine, the
highly-esteemed Clerk of the Crown and Peace for County
Down. It is interesting to note that Messrs. MacLaine and
Sons were the last local builders of wooden ships, and they
are said to have turned out the first steamship built in
Ireland.
James Thomson.
Many of our readers know and will remember well the
late retired Superintending Engineer of the Pacific Steam
Navigation Co., whose death, we have to record with regret,
took place on March 4th. Mr. Thomson served for some
years as engineering manager with Messrs. John Elder & Co.,
Glasgow — the Fairfield Shipbuilding & Engineering Co.,
Govan, being the modern name of the firm. During the
years of his management of the works the Pacific Steam
Navigation Co. had several steamers built and engined by
the firm, and the association led to his appointment in 188 1
as superintending engineer of the Company. Being more
closely associated with Liverpool, especially during more
recent years, Mr. Thomson was better known on the Mersey
than the Thames, but many of his old friends in London
will learn with regret of the passing away of one with
whom they were familiar when the Pacific Navigation Co.'s
steamers were using the Royal Albert Dock and Tilbury.
Mr. Thomson retired from the active superintendence of the
Engineering Department of the Company some six years
ago, but retained a connection as consultant.
William I. Taylor.
We regret to announce the death of Wm. I. Taylor, the
London marine representative of the Darlington Forge, who
succeeded the late Arch. Thomson in this appointment some
years ago. Mr. Taylor served his apprenticeship as an
engineer with Messrs. Losh, Wilson & Bell, Walker-on-Tyne ;
continuing with this firm for a few years, he became draughts-
man. Subsequently he was engineer -manager for a colliery
in the north of England, afterwards obtaining a post with
Messrs. Clarke, Chapman & Co., the well-known Gateshead
firm. He was later appointed London representative of
the firm, and held that position for about twenty-five years,
and during recent years he also held the position of a Director.
A few months ago, negotiations were opened which led to
his severance from the firm he had been so long associated
with. He still continued to act for the Darlington Forge
till the date of his death, which occurred, at the age of
62 to 63, on March loth. Mr. Taylor was for many years
a member of the council of the Institute of Marine Engineers,
and was a member of the Institution of Mechanical and of
the Electrical Engineers.
CORRESPONDENCE.
Il'c do not hold ourselves responsible for the optinoiis expressed
by otir correspondents.
To the Editor or The Marine Enginkek .and Naval .\KCHrrECT,
Re Steam Piping Arrangement on the Induced
Circulation System.
Dear Sir, — May 1 submit to you and to your readers some
results of a search for a means of separating steam from
water, so that any engine or apparatus may be supplied with
dry steam when working, and also when at rest, have dry
steam in readiness to put it in operation.
When from the plan of piping, insufficient outlet, down-
ward bends, drains being too small or unsuitably placed,
water obstructs the passage of steam, the steam bursts
through explosively, resulting in water hammer and atten-
dant evils. Confusion of steam and water, which is destruc-
tive to pipes, joints, cylinders and packings and oppo.sed
to efficiency, occurs when either the steam or water are
compelled to go where they have no natural tendency to go.
The key to the construction of a system of piping by which
steam goes to the engines and water of condensation returns
as feed to the boilers, and which I would advance as a prin-
ciple in the action of steam, is this — Steam flowing through a
horizontal pipe across the lower orifice of a vertical pipe closed
at the top induces upward and downward currents of steam in
the vertical pipe. In inclined pipes connected to a horizontal
main through which steam is flowing, there are upward
currents along the top and downward currents along the
lower internal surfaces. The speed of these currents varies
with the speed in the main and the angle of incline of the
branch pipe. In a horizontal branch pipe connected to a
main of flowing steam there is only slight circulation at the
end so connected. Steam will enter, condense and hang
in such a pipe. In a branch pipe below the horizontal line
from the main there can be no circulation. Live steam
entering does not return but is reduced to water if not used
or let out at the lower end. This pipe becomes full of water
and may contain ice, while steam flows along the main
above it.
In some experiments with pipes substantially vertical the
steam was of 165 lbs. pressure per square inch in the case
of an exposed pipe about 50 feet above the main, and 180 lbs.
w-ith one 65 feet above the main insulated with asbestos,
canvas and paint. When the valve at the top was opened
in either case, after having remained closed for days, the
steam was so dry that it was quite invisible when first issuing
and no water could be perceived. The results were identical
with the naked pipe and the well-covered one. Radiation
and condensation did not cause the downward flow. Cur-
rents which attend upon radiation and condensation for their
motion would be comparatively slow and there would be drops
of water trickling down inside the pipe, and on the valve
being opened some water would be blown out. It is my
opinion that the action in vertical pipes is a quick and con-
tinuous eddy at the entrance, inducing upward and down-
ward currents, that this eddy is aided by a natural property
of steam, a fluid the fresher and lighter of whose particles
successively seek the highest points in the containing vessel,
displacing those less fresh and light. (Does not this point to
a simple cylinder for a superheater ? The hottest live steam
would rise spontaneously to an outlet at the top without
being baffled and tortured through or past pipes or plates.
Steam traps and drains would not be necessary on steam
piping.)
It was noticed that drops of rain or sea spray striking the
naked vertical pipe were instantly vapourized — that a sea
washing over it at about 20 feet from the top caused a cloud
of vapour, the pipe becoming dry directly after the sea had
passed, and that in rough weather during which sprays fre-
quently washed against it, the pipe became encrusted with a
hard scale of lime and salt up to three-eighth of an incli thick.
In a horizontal main steam pipe having a sufficient outlet
the hottest and lightest steam will rise to the top, moist
steam below this and water, if any, will be urged along the
bottom of the pipe, at a slower speed, by the friction of the
steam above it, probably in waves as when wind-driven.
338
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
The outlet should be at the end of the main, at the greatest
distance from the boilers measured along the pipe. I would
make tlie outlet valve at least one-third the area of the main,
open it fully before turning on steam and regulate it after-
wards according to requirements. It wouki supersede all
dram cocks on the system of piping.
No attempt was made to try the temperatures inside the
various pipes, and as tests of the outside temperatures were
only made for comparison and by rough and ready means,
I give only the main facts without figures. The temperature
of branch pipes inclmed very slightly upward from the main,
was higher along the top than the bottom, the difference being
greatest when the speed of the main current was decreased
by the outlet being nearly closed. Naturally also the tem-
perature along the top of the main was higher than that of
the underside, and the difference greatest at the outlet end,
because of the presence of water.
It may be, therefore, inferred —
1. That dry steam is obtainable for every engine, either
to work it or to keep it in readiness, leaving only cylinder
condensations to be dealt with by drains and relief valves.
2. That by placing the main supply pipe below the level
of engine stop valves, carrying it past them and there fitting
an- outlet valve, all condensations will be drained from the
pipes leading to such stop valves as well as from the main.
3. That each engine by using steam increases the speed, the
quantity and therefore the freshness of the steam passing
through the main and branches between it and the boilers.
4. That rapid circulation may by this method be induced
in vertical branch pipes, less rapid circulation in those inclin-
ing upward from the main, very little circulation in horizontal
pipes and none at all in those below the horizontal line.
Therefore, wherever possible, steam pipes should be con-
structed to branch upward from a main and not horizontally
or downward.
A few instances m which the induced circulation system
indicated may be applied.
1 . In the case of the main engines of a warshp or merchant
steamer the steam pipe after passing below a short vertical
pipe or tee-piece, which leads to the intermediate stop valve
may be bent downwards towards the condenser and reduced
in size. A suitable valve with rod to the working platform
and a cock on the condenser could be fitted and used as a
silent blow-off on any sudden stoppage or reduction of speed.
Any water in the main steam pipe would, whether the engines
were in motion or not, be driven along the bottom of the mam
past the vertical pipe or tee-piece and would fall into the pipe
leading to the condenser. The best of the steam would rise
and circulate in the vertical pipe until the stop valve was
opened.
2. Feed, circulating, ballast and other pumps and auxi-
Uary engines in the engine-room may be similarly supplied,
the pipe or main from boilers being first brought below the
level of the lowest stop valve, the outlet steam and water
being made use of in feed water heater, feed suction pipe
or hot-well.
3. Winches and other deck machinery might also have
branch pipes leading to their stop valves from a main below
them. There should be no horizontal branch pipes, sags or
downward bends.
4. In refineries, distilleries and factories of all descriptions
the use of the induced circulation system would result in
increased efficiency and economy. The main could be led
downward and horizontally. It would not be advisable to
raise after once lowering. If laid on or below the ground or
floor it can be incased and insulated, including flanges and
necks, more thoroughly and at less cost than when carried
overhead. Insulation is also to be recommended for branch
pipes. Where these are of great length and the engines not
continually in use, heat losses may be prevented by the use
of valves placed between them and the main.
5. On the induced circulation system numbers of radiators,
heater coils and the like, ashore or afloat, may be supplied
with steam from one pipe with one inlet valve and one outlet
valve — separate exhaust pipes are unnecessary and many
fittings may be dispensed with.
Steam piping on the induced circulation system cannot
be surpassed for efficiency, safety, economy of maintenance
and, the principles involved, once understood, for simplicity
of arrangement.— I am, Sir. yours faithfully, J. 11. Y.\TES.
Rotterdam, March nth, 191 1.
REVIEWS.
Directory of Merchants, Manufacturers and Shippers^of
the World for 1911. Lundun : Kelly's Directories, Ltd.
The present edition is the twenty-fifth and the twentieth
annual issue. The directory contains 3,200 closely-printed
pages, of whicli the indices take up nearly 300. i,Soo pages
relate to Continental and foreign places, one-sixth of which
relates to British Colonies only, and there are 1,000 pages
dealing with the trades of the Metropolis and the IJnited
Kingdom. 15,000 cities and towns m the Colonies and
abroad are mentioned, while the trade classification index
has reference to over 100,000 different places. It is obvious
that by the use of this index it is easy to ascertain at once
if any individual trade is carried on m any particular town
or city. The names of over a million and a quarter different
merchants, etc., are to be found in the directory, and, in
addition to furnishing a guide to both the import and export
trades of the world, the book contains much information
not to be found in any other directory. The work forms a
great undertaking and will prove of great service to those
traders wishing to e.\tend their foreign trade.
Sell's Directory of Registered Telegraphic Addresses for 1911.
London . Business Dictionaries, Ltd., lOO, I'iuet Street.
The history of this directory has been one of constant growth
until the present edition includes over 2,300 pages. In
addition to 80,000 telegraphic addresses of the United
Kingdom, it contains a list of trades, classified (100,000
firms), and 30,000 Colonial and foreign cable addresses.
There are something like 3,000 different trade headings,
under which are grouped important firms of the United
Kingdom, an admirable list for obtaining estimates and
quotations from the principal firms of a trade and for circu-
larising. Telephone numbers of the firms are also included.
A .section of the directory gives Colonial and foreign addresses,
corrected to date and new names added, no fewer than 100
pages having been added to this section in the present edition.
Engineers' Year Book, 1911. By H. R. Kempe, M.I.C.E.,
etc. Prict', lo/o. London : Crosby Lockwood & Son.
The 191 1 edition brings this work up to its eighteenth year
of publication. It contains 1,356 pages and over 1,100
illustrations specially engraved, and is produced in its usual
high-class style. The endeavour has been to render the
present edition as complete and up-to-date as possible, and
with this object in view a re-arrangement of the order of the
various sections has been carried out, in order to bring them
more in accordance with their connection with each other.
Much new matter has been added and several sections have
been rewritten or revised and e.xtended, among which the
following may be mentioned. Steam, Gas and Oil Engines,
by Mr. W. H. Booth, C.E. Harbour and Dock Engineering,
by Mr. A. Brysson Cunningham, B.E., etc. Naval Architec-
ture and Marine Engineering, by Mr. Percy A. HiUhouse ;
and Lubrication, by Mr. J. Veitch Wilson.
Rhodes' Directory of Passenger Steamers, 1911. Price, 2/6.
London : C.rorgi- I'liijij) A Sim, l,td.
The entries in the twenty-fourth annual edition of Rhodes'
Directory have been carefully revised and brought up-to-date
by the addition of the names of new steamers. The directory
still grows in favour and enjoys an increasing circulation.
The present issue comprises 397 pages, in addition to 17
full-page illustrations of steamers which are placed at the
commencement of the work. These are followed by a list
of the shipping companies with their fleets, after which we
have the alphabetically-arranged table of passenger steamers.
The directory forms an excellent reference book for particulars
of steamers.
BOOKS RECEIVED.
The Slide Rule. A Practical Manual by C. N. Pickworth.
I2th edition. Manchester: Emmott & Co., Ltd., ; London,
Whittaker & Co., Ltd. Price 2s. net.
To those who vrish to learn how to use the shde rule to
its greatest advantage this manual is indispensable. It is
the best book written on the subject.
Logarithms for Beginners. By C. N. Pickworth. 3rd
edition. LoiuUiii : Whittaker & Co. Manchester : Emmott
and Co., Ltd. i'rice is.
April, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
339
This is the 3rd edition of an extremely useful work giving
a simple and detailed explanation of logarithm and their
uses illustrated bv a number of worked examples.
Dictionary of English and Spanish Technical and Com-
mercial Terms, By Wm. Jackson. London: E. A 1*. N.
Spon. Price 2s. 6d. net.
Part I of the book contains the English-Spanish division,
showing in column the English word first with its Spanish
equivalent. In part 2 is included the Spanish-English portion.
The dictionary has been compiled principally for the iron,
steel, hardware and engineering trades, and should be found
useful by those engaged m these trades.
The Gyroscope, By V. E. Johnson, M.A. London :
E. & F. X. Spon. Price is. 6d. net. This is an experimental
study of the gyroscope from spinning-top to mono-rail, and
has been founded on a series of articles contributed by the
author to the Model Engineer, but now revised and extended.
It will be found very interesting reading
CATALOGUES RECEIVED.
Siemens Bros. Dynamo Works, Ltd., Caxton House, West-
minster, S.W. fliunili index catalogue of their electrical
machines.
The Electric and Ordnance Accessories Co., Ltd., .\ston,
Birmingham. A leaflet describing " Duralumin," an alloy
tor which is claimed the strength and hardness of mild steel,
but only shghtly- heavier than aluminium.
Verity's, Ltd., Birmingham. Literature relating to their
specialities — Fans, searchlights, projectors, arc lamps, etc.
G. M. Boddy & Co., London. New catalogue of " Phillip's "
lamps.
J. F. Coates, Mosley Street, Manchester. 191 1 catalogue
containing full particulars of " Ajax " marine motors in
sizes from 2 to 24 h.p.
Smooth-on Manufacturing Co., of Jersey City, N.J., have
just issued a booklet of si.xteen pages containing extracts
from the Smooth-on Instruction Book. This book deals
with all Smooth-on specialities and the company will be
pleased to send the instruction book to any one who may
desire it.
A PAINT, VARNISH AND ENAMEL
REMOVER.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
ANEW paint, enamel and varnish remover
known as " Vanisho," has been recently placed
on the market by the Vanisho Co., of 49,
Bedford Row, London, W.C. It is stated to be
non-inflammable, non-poisonous, non-injurious and
non-explosive ; points in its favour which will no doubt
recommend it. Many other advantages are claimed
for " Vanisho " which we proceed to enumerate.
" Vanisho " forms a reliable and safe preparation for
cleaning fronts of houses and monuments from dirt,
paint and varnish, and does not cause any discoloura-
tion of iron or woodwork, as it contains no acid. It
does not cause damage to either brush or cloth,
neither is any harmful effect produced on the hands
of those using it.
"Vanisho " will soften even the oldest paint in a few
minutes and leaves not a mark on wood, stone or
iron ; it is also quite free from risk of fire or e.xplosion.
This new preparation does not evaporate or stick and
can be washed off with water or scraped off with a
chisel. It takes effect in about three to eight minutes
after application, the time depending upon the thick-
ness of the paint to be removed. " Vanisho " must not
be allowed to dry on.
The preparation is sold in tins of one gallon,
7s. 6d. ; half gallon, 4s. ; quarter gallon, 2s. 3d. ;
one-eighth gallon, is. 3d. and four ounces, 6d. ; no
charge is made for the tins and full directions are
issued to each purchaser.
[From our Own Correspondent.)
AP.A.RT from the continued activity in releasing ships
from the stocks, which but for the prolonged lock-out
would have sooner been consigned to their " native
element," and a moderately good influx of fresh work, the
shipbuilding and engineering industries of the Clyde have
been marked by one or two features of note during March.
One was the launch of the largest merchant ship ever built
at Greenock — the twin-screw 13,000 ton steamer Medina, for
the P. & O. fleet — from the stocks of Messrs. Caird & Co..
and the departure from the Clyde to undergo her trials of the
battleship Colossus, the heaviest naval production which
the Clyde has yet contributed to the nation's navy,
and for which Greenock, and Scotts' Shipbuilding and En-
gineering Co. more particularly, are the claimants for honour.
Fuller reference is made to the launch of the Medina further
on in these notes. The Colossus left the dock of her builders
on Saturday, March nth, and after compass, adjustment
and a prehminary spin on the Firth she coaled at the Tail
of the Bank and with a navigating crew of some 400 hands
left the Clyde for Devonport on the night of Tuesday, 14th,
arriving in the south the day following. She is expected
back in the Clyde again about 2nd or 3rd April.
Clyde Trust Dredging Plant— The new dredging plant
which the Clyde Trustees have decided to acquire, and for
which tenders have been sent in by the dredger-building
firms in Renfrew, Port Glasgow and Paisley, as well as by
at least one firm outside of theClyde.has not yet been placed.
The offers have been remitted meantime to the Mechanical
Engineers' Department for examination, but they will come
before the Harbour and Workshops Committee later, and a
recommendation will then be made to the Trustees for their
consideration. One powerful dredger is to be built, and
either four barges of i ,200 tons capacity each or three of i .500
tons each.
Messrs. Fleming & Ferguson. Paisley, have contracted to
build for the Irvine Harbour Trust a hopper dredger, esti-
mated to cost £18,000. The vessel, which is to be delivered
in eight months, will be built to Lloyd's highest class. She
will have twin screws, and will be capable of dredging 400
tons per hour from a depth of 36 ft. She wiU have double
the carrying capacity of the old Irvine dredger.
Messrs. Wm. Beardmore & Co., Ltd., Dalmuir, have
received an order from the Adelaide Steamship Co., Adelaide,
South Australia, for two steamers, of about 8,000 tons each,
designed almost wholly for carrying passengers. They are
completing the cruiser Falmouth, which they launched in
September last, and they have on hand the Dublin, an im-
proved vessel of the same class which was placed in January
last, as well as the " Dreadnought" battleship Conqueror, Vae
keel of which was laid in April of last year, and one of the
1910 destroyers of the "Standard" type, ordered in June
of last year. At their Parkhead Steel and Ironworks, gun-
makmg is now an estabhshed branch of work, all types of
ordnance used in the British Navy, now being possible or
actually under construction there, this special department
having been inaugurated only about five years ago. The
latest Admiralty order is for six 13-5 in. guns such as the
nation's "Dreadnoughts" are now being equipped with. This
latest order may be valued at over £70,000, will occupy
about a year in completion, and will, with the other orders
in hand, keep the Parkhead gun factory busily employed
all the time. Messrs. Beardmore's armour-plate depart-
ment is busily engaged at present completing last year's
contracts.
Coventry Ordnance Works. — The branch of this Company's
works, laid down some years ago on the north bank of the
Clyde at Scotstoun, which were long inoperative, are now
fully employed and already in process of enlargement. The
works are used for the manufacture of some of the heavier
and larger portions of the framework of the hydrauhc bar-
bettes for naval vessels, and for the final assembling and
finishing of these mountings. Here there are a scries of gun
pits, each big enough to contain one of the largest barbettes
complete after it is assembled. Hydrauhc power is laid on.
340
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 191 i.
and the whole mounting is erected and thoroughly tested
in a pit before being sent to the vessel for which it is destined.
The works include a large dock which will hold a steamer
at any state of the tide. When the pit trials of a mounting
are concluded, it is lifted bodily from the pit by large cranes
and placed intact in a steamer for conveyance to the yard
where the man-of-war is being completed.
Messrs. Russell & Co., Kingston Shipyard, Port Glasgow,
have received an order from Messrs. Arbuckle, Russell and
Co., Glasgow, for a steamer of 8.250 tons deadweight carrying
capacity for delivery in September-October. Engines will
be supplied by Messrs. Rankin & Blackmore, Greenock.
Messrs. Wm. Hamilton & Co., Port Glasgow, have received
an order from Messrs. T. & J. Harrison, Liverpool, for a
passenger and cargo steamer of 6,500 tons carrying capacity.
Machinery will be suppUed by Messrs. Dunsmuir A; Jackson.
Govan.
The Greenock and Grangemouth Dockyard Company have
received from London owners an order for a steamer of 6,300
tons. The vessel, which is to be built in the Company's
Greenock yard, will be engined by Messrs. Rankin & Black-
more, Greenock.
Messrs. Caird & Co., Greenock, who about the end of
February received an order for two new steamers of the " Nile "
class of 7,000 tons each from the P. & O. Company, had
already on hand four vessels for the same company, viz.,
two of th..' "M" class and two that were ordered for the
Blue Anchor Line before it was taken over by the P. & O. Co.
The two " M.'s " and the two '' Niles " are for the intermediate
services to India. China and Japan, and the other two vessels
are for the Australian service. That one shipbuilding firm
should have under construction at one time six large steamers
for one shipping company is certainly noteworthy. This
condition of affairs, however, has since been altered to some
extent through the launch, on March 14th, of the largest
of the vessels, viz., the twin-screw mail and passenger steamer
Medina. Besides being the largest vessel ever built at
Greenock, this vessel is the largest, by about 2,000 tons, yet
Duilt for the P. & O. Line. She is, moreover, the thirty-sixth of
tlie fli!?t to be propelled by twin screws, and is practically
a sister-ship to the Maloja now being completeu for the P.
and O. fleet by Messrs. Harland & Wolff, Belfast. A feature
of the vessel will be the elaborate installation of hydraulic
cat go-working gear in the shape of cranes, etc.. by Messrs.
Brown Bros. & Co., Rosebank Ironworks, Edinburgh, as
afterwards more fully referred to.
Messrs. Douglas, Primrose & Co., Glasgow, the Scottish
agents for the Bolinders reversible engine, have received an
order from East Coast of Scotland owners foi a steel launch
42 ft. in length, to be fitted with machinery which will give
a speed of 12 to 13 knots on Scotch crude oil costing about
2 id. per gallon. The engine will be of the direct reversible
type and will be fitted with compressed self air starter.
Messrs. John Cran & Co., Le'th. early in March launched
a steel motor vessel 56 ft. long, 11 ft. 6 in. beam, and 6 ft,
6 in. deep, to the order of Messrs. Wm. Beardmoie & Co.,
Dalmuir, who are supplying the internal combustion machi-
nery. The vessel has been built io; thi Missions to Seamen
Society, London, and is to be used for conveying the chaplains
and lay workers to th'j shipping on the Thames. Messrs.
Cran also launched a passenger steamer, teak built, 60 ft.
by 12 ft. 6 in. by 5 ft 9 in., which is intended for the farry
service of the Londonderry Bridge Commissioners. The
little vessel has been built from designs by Mr. A. M. Gordon,
M.I.N.A., Glasgow, and will be fitted with machinery by
the builders.
Messrs. E. G. Buchanan & Stevenson, Leith, who are the
selling agents for Great Britain of the Edson system of wheel-
steering gear, have received an order to supply this gear for
the King's yacht Britannia. The Edson gear has been
fitted to the German Emperor's yacht Meteor, and of recent
years it has been adopted by a number of yachtsmen who
are finding that once they get used to the wheel they can
" feel" the boat just as well by it as by the tiller, and the
wheel has advantages which the tiller does not possess.
Messrs. Brown Bros. & Co., Rosebank Ironworks, Edin-
burgh, whose large establishment is constantly kept busy
producing their well-known specialities in the way of engine
reversing gears, steering gears, tclemotors, and hydraulic
cranes and capstans are now installing in the P. & O. liner
Medina, recently launched by Messrs. Caird & Co., Greenock.
a very notable installation of hydraulic cargo-working
machinery, similar to that just about completed on board the
Maloja. These installations present the latest and best
in this line. The hydraulic pumping engine, with accumu-
lator, providing pressure for the working of the cargo and
other gear is the largest and most powerful engine of this
kind ever installed on boardship for the purpose. This is
the makers' latest and most improved three-cylinder, three-
crank, automatic compound type. There are three plain
plungers or rams, each 4 in. diameter by 18 in. stroke. The
associated hydraulic accumulator is steam loaded and has a
diameter of 15 in. and a stroke of 5 ft. 4 in. The engine is
fitted with its own surface condenser and a separate steam-
driven combined circulating and air pump. The hydraulic
pressure is 1,000 lbs. per square inch, and the steam 175 lbs.,
the engine being arranged to e.xhaust either into the auxiliary
condenser or to the atmosphere. The great capability- of
the engine may be inferred from the fact that it is designed
to put the whole of the ten cargo cranes with which the
vessel is fitted — two of which are capable of lifting six tons
with double purchase from the holds and swinging it overside
— through a complete cycle in less than one minute's time.
Of the cranes on board six are of three-ton capacity, two of
one-ton capacity, and the remaining two are luffing cranes
of 15-cwt. capacity. In addition to the cranes, there are
four hydraulic ballards or small capstans, each driven, by a
three-cylinder hydraulic engine for working the boat falls.
Dundee Naval Submarine Base. — The Admiralty, it is
believed, intend to make greater use ol the submarine base
on the Tay than hitherto. Colour is given to this belief by
an application made to Dundee Harbour Trustees for several
acres of ground at the east end of Dundee Docks. The
intention of the Admiralty is to secure a long lease of the
ground, and on it will be erected oil stores and other buildings.
Up to the present time the accommodation at Dundee has
been found in every way suitable for the submarines, and
the base is within reach of suitable waters in which to practise
submarine manceuvring. The practisings have been regularly
carried on since the establishment of a base at Dundee, and
unattended by accident, and the crews, which are changing
from time to time, have greatly benefited by the training.
On an average there are about twelve submarines stationed
on the Tay. with the necessary complement of parent ships
and torpedo boats, and it is understood that the new type
of submarines will make their appearance on the river before
long.
The Admiralty and Oil Fuel. — The Admiralty are about
to provide oil fuel accommodation at Invergordon in the
North of Scotland similar to the storage being provided at
Dundee. The sum of £8,000 is allowed for this in the Navy
Estimates, and it is believed that a small floating dock will
also be provided at the Invergordon station.
I
THE TEES AND HARTLEPOOLS.
[From our Own Correspondent.)
Whitby.
.At Whitby, shipowners are placing orders freely.
Messrs. C. Marwood & Co. have recently given out orders
for the construction of two fair-sized cargo steamers.
Merrsrs. R. Harrowing & Co. have sold their s.s. Ethelburg,
of 2,223 gross tons, to English owners for about £3,000.
Messrs. Milburn & Lund are reported to have placed a
repeat order for a large-sized cargo steamer with Messrs.
Irvine's Shipbuilding & Dry Dock Co., West Hartlepool,
the engines and boilers being supplied by Mes.srs. Richardsons.
Wcstgarth & Co., Ltd., Hartlepool.
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard,
are reported to be likely to secure an order for two large
cargo steamers for Liverpool owners, for which tenders have
been submitted recently. They are fairly busy with recently-
secured contracts.
Messrs. Smith's Dry Dock Co., South Bank, have a good
amount of work on hand in all their departments, and are
reported to linve just secured orders for two small steamers.
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
J41
Messrs. Richardsons, Westgarth & Co. arc now fairly busy,
having a great variety of work on hand, both marine and
hmd. All departments are now engaged.
Messrs. W. Harkess & Co. keep fairly busy, but there
is nothing new to report since last month. They, however,
expect an order for a small steamer shortly.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. are now very busy, havmg
recently secured contracts, which, with the work on hand. ,
will keep them busy for some months to come.
Messrs. Craig, Taylor & Co. are al.so very busy with the
recently-secured contracts, the yard presenting a more ani-
mated apjiearance than it has done for months.
Messrs. R. Ropner & Son still keep very quiet, though it
IS rumoured tlu-y e.xpect an order for foreign account,
Messrs. Blair & Co. maintain a steady turn-over of work,
and are reported to lie verv well booked, having orders for
some months ahead.
West Hartlepool.
Messrs. Furness, Withy & Co. have recently sold the
s.s. Adaiid. of 5,674 tons deadweight, to Greek owners, for
about ;£i6,500. They have now bought the s.s. Indvadevi
(Messrs. Roydon & Co., managers) and re-christened her
the s.s. Chasfsidf.
Messrs. W. Gray & Co. have recently booked an order
from Messrs. J. Coverdale & Co. ; a sister boat to the s.s.
Joseph Chamberlain, for Messrs. Sanderson Bros. They are
well supplied with work to keep them busy for months.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Dockyard, have booked two small steamers, one for Belgian
and one for Dutch owners. They keep very busy in all
departments.
Messrs. R. Jobson & Son are reported to have bought the
s.s. Walter Scott. 625 gross tons, of Messrs. W. Scott, Ltd.,
Hartlepool, and intend running her on their own account.
The Central Marine Engine Works of Messrs. W. Gray
and Co. are very busy ; besides having secured the contracts
to supplv the machinery for the steamers building by them,
they are now placing on the market several of their specialities.
and have several orders on hand for foreign account.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Ltd., Middle-
ton Yard, are now very busy ; they are reported to have
secured orders for two large steamers, which, with the work
on hand, will keep them engaged for some time.
Messrs. Richardsons, Westgarth & Co. are very busy,
rhey are believed to have secured the contracts to supply
the engines and boilers for the steamers building at both
vards of Messrs. Irvine's Shipbuilding & Dry Dock Co., and
to have several large condensing plants on hand. They
have three sets of turbine installations to start on, and
their speciality department is in full swing. Sufficient work
is in hand to keep them busy for some months to come.
THE HUMBER AND DISTRICT.
[Fkuii fUir Own Correspondent. )
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.,
have been very busy executing extensive repairs on tlie
following steamers : — s.s. Jaffa, s.s. Skogland and s.s. Selby
Abbey, all these vessels having been ashore on the Baltic
and Dutch coasts. The cost of the repairs of each steamer
will run into high figures. The s.s. Jesserie has also been in
for extensive overhaul, having received a severe buffeting
in the Pacific Oecan. Whilst the above steamers have been
under repair they have been under Lloyd's and British Cor-
poration Surveyors, and the work has been completed to
the Societies' requirements. The new steamer Hydro is
just completing and preparing for her trial trip. She will be
used in the Baltic cargo trade of the Wilson Line, and is also
adapted for the Manchester Canal, On the i6th March, the
Company launched, with all machinery and fittings complete,
a steel screw steamer, Y.C. No. 95, for the British Admiralty.
The principal dimensions are : — Length, 1 10 ft. ; beam, 24 ft. ;
depth. 12 ft. This vessel is the first of the type built for the
-\dmiralty, and has been constructed to the builders' own
design and specification under .Admiralty Survey, for trans-
porting ashes from battleships in docks or rivers and dis-
charging refuse at sea. The shipyard engine and boiler shops
are working at full pres.sure.
Messrs. Stewart & Craig, engineers and boilermakers, have
had an excellent month and carried out some extensive
repairs in machinery and hulls of steamers in graving dock.
The firm appears to have established themselves with the
shipowners frequenting the port.
The North-East Coast Engineering Works, Ltd., have had
some very extensive repair work during the last month with
the -following vessels : — s.s. Exmoor, s.s. Myrtoon, s.s. Fox,
s.s. Sea-Gull, s.s. Scottish Monarch, s.s. Riverton, s.s. Carton,
and s.s. Nauta. The s.s. Alicia has also been in the graving
dock undergoing very extensive repairs, including damage to
stern, etc. Several enquiries have been received from different
hipowners, whose steamers are bound for this port.
Messrs. Cooper & Co., Ltd., Neptune Engine Works, are
very busy with repair and graving dock work. The engine
works have Ijeen working at full pressure. A large number
of workmen are employed to compete with the work on hand.
The branch shop at Alexandra Dock is busily engaged with
repairs, etc., on steamers in Victoria and .\lexandra Docks,
and the Company's two graving docks, situated on the river
Hull, have been fully employed with coasting and small
craft.
Messrs. Amos & Smith, engineers and boilermakers, Albert
Dock Works, are still booking orders for boilers and machinery
for trawlers and large steamship owners, with delivery late
in the year. Their outside staff is well employed on local
and outside firms, on repair and survey work. The branch
shop (Alexandra Dock) is also in full swing, with graving dock
repairs, etc., and the Albert Dock works are working at full
pressure night and day.
Messrs. Woodall & Co., engineers and boilermakers, have
had a fairly good month in and around the Docks, in general
repair work, especially in the coasting and foreign steamers.
The blacksmith's shop is fully employed with heavy forgings
for several English Railway Companies. In addition, they
receive a great deal of work from the Hull Corporation
(Trams Department). The patent " Handibloc " made by
this firm is in great demand at home and abroad.
Messrs. Cochrane & Sons, shipbuilders, Beverley, are fully
employed, and have in hand a large number of trawlers to
build for Grimsby and Hull owners, which will keep this
yard practically engaged during the whole of this year.
Messrs. Cook, Welton & Gemmell, Ltd., shipbuilders.
Beverley, are busily engaged in the building of trawlers tor
Grimsby and Hull owners. Thev have recently launched
the s.t. Imperialist and s.t. Escallion for Grimsby owners,
each about 140 ft. by 24 ft. by 13 ft. 4 in. Both vessels are
fitted with the latest improvements to pass Lloyd's Survey,
and are intended for the Icelandic and White Sea fishing.
They have also under construction five other ve.ssels.
Messrs. C. D. Holmes & Co., Ltd., engineering works.
This old-established house are very busy building boilers
and machinery for trawlers and several drifters' engines,
and have received a great manv orders for their patent large
compound winches, centrifugal pumps and donkey engines.
The moulding and pattern shops and the branch shop at
.\Iexandra Dock are keeping fairlv busy with general repair
work on the steamers coming to the various docks. Several
enquiries have come in from outside shipowners whose
steamers are coming to the port.
Steam Piping .Arrangements. — With reference to the
letter on this subject in our correspondence columns, the
patents held by Mr. Yates are as follows: — No. 10557 of
1909, Combined steam and exhaust pipe and No. 10558 of
1909, Method of preventing condensation in steam whistle
pipes.
The United States Metallic Packing Co., Ltd., in
order to cope more promptly and satisfactorily with their
business in Northumberland, Durham and North Yorkshire,
have opened a branch office at 2, Collingwood Street, New-
castle-on-Tvnp, which will be in the charge of Mr, H. B.
Plummer,
342
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 191 i.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{From our Own Correspondent.)
The Royal Mail Steam Packet Co.— The Directors have
aecideil tint the new " A " class vessel now building by
Messrs. Harland & \\o\ii shall be named the Arlanza. The
vessel will be an improved Asturias, and will be the sixth
vessel of this class the builders have supplied within the
last six years. She is expected to take her place en the
Company's Brazil and River Plate service early next year.
The At lama will be driven by four crank triple-expansion
engines on the wing shafts, with a large exhaust turbine on
the centre shaft.
Dredging at Southampton.— The Harbour Boards' Bill
before the Parliamentary Committee has now advanced to
a stage which is causing' a great deal of discussion in local
shipping circles. The chief clause, i.e.. that relating to
differential dues, has been struck out of the Bill, but the
Board have been granted borrowing powers to the extent
of /2oo,ooo, which has to lie expended solely on dredging
and' maintaining the channel. No further powers are to be
granteil until the (juestion of the constitution of the Board
has been discussed. The matter now before the Corporation
is that relating to the payment of one-fifth of the dues to the
town, and whether this will be continued after the reconstruc-
tion 111 the Board.
Messrs. J. I. Thornycroft & Co., Ltd., Southampton.—
H.M. ships Lame, Lyra. Martin and Minstrel. — The first
two vessels are now in commission, and H.M.S. Martin
followed about the end of last month. H.M.S. Minstrel
carried out satisfactory preliminary trials last month and will
shortly l:ie handed over also. H.M'. ships Ai/wroit and Ariel.
The boiler-rooms of the .-icheron were water-tested last month,
and the shell of the Ariel was completely plated and riveted.
The barge for Portsmouth Dockyard was completed and
handed over about the middle of last month. Fire-float
Gamma.— This vessel was deUvered early in March, and made
the passage from this port to the Thames under her own
power. Stern-wheel passenger steamer for the Persian
Gulf. — The hull of this vessel has been progressing rapidly
and is now riveted, and the awning deck has been erected.
.Armoured motor patrol boats. — The machinery was fitted
to the lirst of these boats last month, and good progress is
being made on the remaining boats. .\n order for eight
additional boats to the same specification, making eighteen
m all, was received about the middle of March from the
Turkish Government. The oil-fuel carrying barge for the
Borneo Company is nearing completion and will be delivered
this month. ,\ number of steam yachts have been under
repairs during the month, and the firm were notified that
their tenders for the repairs to H.M. ships Hakyoii and Argus
had been accepted, and work was commenced about the end
of the month on these vessels.
Messrs. J. Samuel White & Co., Ltd., EastCowes. I. of \V.—
H.M.S. Rifleman. 27-knot torpedo-boat destroyer, and the
second of the three destroyers built by the firm, has been
completed and handed over to the .Admiralty. H.M.S.
Rtiby. a sister ship, completed her sea trials and inspection,
and will shortly be handed over also. Work is proceeding
on H.M. ships Feret and Forester, and on the barges for the
Imperial Russian yacht Pnlar .'^tnr.
Messrs. Day, Summers & Co., Northam Iron Works,
Southampton. — Good progress has been made with the new
paddle-steamer for The South of England and Isle of Wight
Steam Packet Co.. and she will be launched early this month.
The work on the engines and boiler is also in an advanced
state. Last month the firm booked an order to fit a new
boiler to the s.y. Capercaihe, and the work is now well in
hand. The s.y.s Madrigal and Assagai had their boilers
surveyed, and new masts were fitted to the s.y. Dotterel.
The s.y. I.adv Evelyn arrived at the yard last month, and
will have her steam engines refitted after the successful
trials which have been given to the motors, which were
installed last summer. Last month a number of ves.sels
were on the slip for painting, etc.
Messrs. Simpson, Strickland & Co., Ltd., Dartmouth,
S. Devon, are very Inisv m all dejiartments, A 50-ft. steam
pinnace, and three 35-ft. steam cutters, to the order of the
British Admiralty, were despatched last month, and work
is proceeding on a very fine high-class 30-ft. steam
cutter for H.M.Y. Alexandria. Work in hand comprises
five high-class boats for a yacht building in the north, a
22-ft. yacht's steam launch, and a 30-ft. steam launch for
the Union Steamship Co. of New Zealand for one of their
Mail ships. A 25-ft. steam launch for the new yacht for
H.M. Prince of Monaco, and two exceptionally fine steam
launches for the large steam yacht now building at Clyde-
bank. In addition to the machinery for steam boats building,
a large quantity of machinery for other firms is in hand,
including a set for Brazil, and the machinery for four twin-
screw steamers. The latter order consists of compound
engines and water-tulie boilers. .\ large amount of repair
work is also in hand including new cabins to s.y. Kathleen.
alterations to cabin work on the auxiliary ketch yacht
Brown Mouse, alterations to the rig of the yacht Florinda,
and the barge-yacht Thoma IL, which is having one of the
firm's motors fitted. In addition to the above several boilers
are on order.
Cunard Line. — The taking over by the Cunard Co. of
the (leet of the Cairn Line of Steamships, Ltd., is dealt with
under " P'leets of the Mail Lines."
THAMES.
(From our Own Correspondent.)
Shipping and Docks. — The Regents Canal and Dock Co.
has declared a dividend of 2 per cent, per annum on the
capital for the past half-year with £689 forward. The year's
nett revenue was £25,390. With Messrs. W. France, Fenwick
and Co. the dividend for 1910 on the ordinary shares was
6 per cent, and a bonus of 2 per cent., the profit, including
£6,729, brought in was £56,888. This Company owns nineteen
steamers, seven of which have been ordered since 1906 and
two more are building.
Thames Shipbuilding. — Mr. A. F. Hills, of the Thames
Ironworks, is making strenuous endeavours to keep the river
to the front for future orders and trying in a laudable manner
to secure the support of Unionist London members and public
bodies such as the City Corporation, London County Council
and the Chamber of Commerce, to stand by him in the hope
of keeping the trade on the river. It is urged that the staff
the company has got together to build the Thunderer should
not be dispersed and the need therefore for further work.
Sir W. H. White. — An honour has been accorded this
well-known naval architect in the award to him of
the John Fritz medal for 191 1. The medal is given by
the four American societies, the Civil, Mining, Mechanical
and Electrical Engineers, to anyone distinguished in science
and is recognised as the highe.st distinction which American
engineers can bestow. Lord Kelvin. Alex. Graham Bell,
Thos. A. Edison, Geo. Westinghouse and Alfred Noble have
been previous recipients.
A New Fire Float. — The London Fire Brigade has received a
new fire float named Gamma from the builders, Messrs. Thorny-
croft and Co., of Southampton, which came round to the
Thames on her own power. The vessel is motor-propelled
instead of, as hitherto the case in the Alpha and Beta driven
by steam. In this case the engine is an oil one giving a
.speed of lof knots on four hours' continuous running. A
display of her power has taken place before the chairman
of the Committee of the Fire Brigade of the London County
Council. Eight jets were used at one time, then one delivery
of exceptional force was used. The estimated cost is £4,500
against £11,000 for the Beta and £6,000 for the. 4 Ipha steam
floats, so a saving has been made by the change.
Yacht Racing. — The Yacht Racing Association has held
its annual meeting in London, at which there was a large
attendance of members. It was announced that King
George had given his patronage to the association and par-
ticulars were furnished of the forthcoming European festival
of yacht racing to be held in the Solent in August ne.xt. Sir
Geo. Leach, K,C.B., was elected president, and a resolution
was passed that yachts of the international classes shall have
an index letter antl number as a compulsory measure.
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
343
National Physical Laboratory. — At the invitation of the
President of the Royal Society many scientific men went to
TedcUngton recently to make an inspection of this laboratory.
The plans, models and developments of scientific discoveries
were examined with much interest. The President, Sir A.
Geikie, is chairman of the general board of the laboratory,
and Lord Rayleigh chairman of the executive committee.
.\mong those present were Rear-Admirals Bacon and Field,
Sir David Gill, Sir \V. H. White, Professors Unwin and
Dalbv, Sir John I. Thornycroft and .Admiral Sir A. K.Wilson.
A River Fire. — An unusual event has taken place on the
river.a ship, the North Point, of 5,216 tons, belonging to the
Furness Hne having been completely enveloped in flames.
The crew, numbering forty, escaped over the side of the
vessel, being of! Puriieet and proceeding down Long Reach
at the time. The iron plates of the vessel are said to have
been red-hot to the water's edge. It was soon impossible
to go from one part to another of the vessel. Floating fire
engines were employed, but the cargo being partly creosote
was probabv the cause of the disaster.
MERSEY AND MANCHESTER SHIP
CANAL.
(From our Own Correspondent.)
WORK in this district continues to be very brisk, and it is
probable that this state of things will be maintained.
It is verv gratifying that such a fair measure of
.\dmiralty work is being carried out in the Mersey Port.
With the splendid facilities now available it is to be hoped
that the lead given by some of the local shipowners will be
followed, and that more of our large passenger liners may be
constructed in this district, so devoted to marine matters.
Messrs. Cammell, Laird & Co. — It is gratifying to note
that of the Si millions sterling to be paid out during this
year by the Admiralty for construction in private yards,
Messrs. Cammell, Laird & Co. will receive ^1,143,055 ; this
amount is only exceeded by that to be received by Messrs.
Vickers, Sons Ot Maxim, which firm will receive ;£i,348,675,
Scott's, of Greenock, coming third on the list, with ^^i, 099, 292.
H.M.S. Blonde, whose machinery has been built by Messrs.
Cammell, Laird il- Co., has recently completed her trials very
successfullv. The cruiser Melbourne is making rapid progress,
also the tloating dock and the " Super-Dreadnought "which,
together with other work for the British Admiralty, is keeping
the staff working at extra pressure. The destroyers Lapwins
and Lizard, also the two tenders to the submarine depot
ship, are making rapid progress, and the delay due to the
late labour trouble is fast being overtaken. The Santa Fe.
the second of the fast destroyers for the .A.rgentine Navy,
was launched on the 15th of March, and is the second of the
four vessels now building at Birkenhead. The San Luis is
now completing, while the remaining vessels are nearing the
launching stage. The association of this South .American
Government with Messrs. Cammell, Laird & Co. extends over
forty years, during which time some eighteen vessels have
been built, including the training-ship President Sainiiento.
The Nelson Liner Highland Loch ran a very successful trial
on the nth March. The Highland Piper, the fourth vessel
for the Nelson Line, was launched on March iSth. The
Amazon steamer Montenegro has now left for Para under her
own steam, being specially prepared for the journey. The
Queen Amelie is still in dry dock, the e-xtensive repairs not
being yet completed. The Great Western steamer St. George
has now left after extensive overhaul.
Messrs. H. & C. Grayson have, as usual, a full number of
extensive and varied contracts on hand at their various
yards. The steamer Drumcliffe has been in the Langton
Dock for heavy bottom repairs, while at the north end a
Russian steamer has had extensive alterations for the trans-
port of chilled meat and fish from the East. The large
.screw tug and tender for the P.S.N. Co. has been completed
at the Garston Works. The White Star Liner Germanic has
had extensive alterations, having been sold to the Turkish
Government. The oil steamer Potomac has completed heavy
repairs at the Birkenhead Yard.
Messrs. Clover, Clayton & Co. — Work at this yard, which
is now in close alliance with Messrs. Grayson's, has been
generally lirisk. The steamers Hycrania, Abergeldie, Glenhead
and Gem, also the wooden barque Claudia, have been in for
general repairs. This firm have recently brought their
graving docks more up-to-date by the deepening of two of
them, while larger pumping plant has been installed.
The White Star Line. — With the Olympic having dry-docked
at Belfast preparatory to her maiden voyage from Southamp-
ton on June 14th, together with the fact that the Titanic
is to be launched on the 3 ist of May, the Hcet of this Company
will soon be largely augmented. In this connection it is of
historic interest to note that the Germanic, which has a
tonnage of 5,071, and was built by Messrs. Harland & Wolff
in 1874, left the Mersey for probably the last time on March
1 5th. She has been sold to the Ottoman Government through
the agency of Messrs. H. E. Moss & Co., and has been fitted
up as a troopship. After extensive alterations and overhaul
she has maintained a speed of 18 knots, her best while on
the American service being i6-io knots. Permission has
now been granted by the U.S. War Department for the
extension of the New York Piers, and a Joint Commission
has been appointed to enquire into the docks on the Hudson
River, the States of New Jersey and New York, also the
War Department being represente<l.
The Canadian Pacific Railway Co. — It is understood that
the orders for the new steamers contemplated by this pro-
gressive Company will shortly be placed. These vessels
will, it is expected, be 675 ft. long with 80 ft. beam, and will
be driven at 23 knots by turbines. The fittings, speed and
type will prove that the aim of the Company is to revolu-
tionize the Canadian-.-Vtlantic trade, and to make this the
most expeditious route to North ."Vmerica. Other vessels of
this fleet, viz. : — The Empress of Britain. Empress of Ireland.
Lake Charnplain. Lake Manitoba and the Montrose, are being
improved, and are having their open steerage accommodation
converted into closed cabins. Messrs. Hoskins & Sons, Ltd.,
of Birmingham, are supplying all the compartments on the
portable shutter system, also all the berths and lavatories,
and while the contract was only commenced at the end of
January it was completed by March nth.
Cunard Line. — The purchase of the fleet of the Cairn Line
of Steamships, Ltd., is dealt with under " Fleets of the Mail
Lines."
The Manchester Ship Canal. — Estimates have been pre-
pared of the amount to be expended in connection with the
Bill now before Parliament. The total is put down at
^99,046 i6s. The works contemplated being a pier or jetty
at the Eastham entrance, a short junction line of railway,
joining the Company's line between Latchford Locks and
Eccles Wharf, with that between Barton Yard and Manchester
Docks. The capital will be provided out of moneys in hand
or which they have power to raise.
The Isle of Man Steam Packet Co.— It is reported that
this Companv have taken over the undertaking of the Manx
Steam Trawling Co., who run one steamer, the Jyrconnel,
which trades between Manx ports and the main land. The
capital is ^4,000, and the purchase money represents 25/-
per share.
NORTH-WEST OF ENGLAND.
(From our Own Correspondent.)
Barrow-in-Furness. — All is activity and rush at the naval
construction works of Messrs. Vickers, Sons & Maxim, at
Barrow. This is more particularly the case in reference to
the battleship-cruiser Princess Royal, which is to be launched
on the 29th of April The delay which occurred in her
construction by reason of the lock-out of the boilermakers
is being rapidly made good by the overtime which is being
put in, and by the exercise of care that no interruption is
permitted to occur by reason of waiting for material or the
necessity of dove-tailing of departmental work into the whole
fabric. Now the days are lengthening it is possible to work
longer hours on the vessel, without the aid of electric light,
which is frequently being used to get on with the work,
so as to avoid anv possible waste of time, .\lready the huge
cradle which is to carry the great vessel into the water is
approaching finality in construction. The launching ways
at Barrow are very firm and capable of carrying an immense
weight, and the particular ways on which the Princess
344
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, igii.
Royal is being built have already carried very many heavy
ships, such as the battleship Dominion and the cruiser
Powerful. There have been but a small percentage of
failures in launches at Barrow, because the management
take every precaution to err on the right side, and thus
secure a very large margin of safety. Much work, even from
a shipbuilding point of view, will have to be done after the
great ship is launched, and, of course, immediately she is
berthed under the 150-ton crane in the Buccleuch Dock,
there will be quite an army of workmen, including engineers,
boilermakers, those who are employed in gun-mounting,
plumbers, painters, electricians, and others who have each
much to do in. making the ship a complete and finished unit.
The vessel is the largest ship ever built at Barrow, but a
much larger vessel is in course of initial construction for the
Japanese Navy. She is also a battleship-cruiser, and the
work on her is also being pushed forward with as much
celerity as possible. Before the Princess Royal is fully
equipped for service, the Japanese vessel will be launched.
Thus the activity at the fitting-up berth in the Buccleuch
Dock may be expected to be maintained for a couple of years
to come, and particularly so, as it is practically a certainty
that other orders for the home and for foreign Governments
will be placed in the meantime. There are more men em-
ployed at the Vickers' works at Barrow at present than
were ever known in the history of the Company, and the
probabilitv is that ere long a largely-increased number of
men will find work in this huge establishment.
A Floating Crane. — The Vickers Company have bought
the old Walney steam ferry, which, until Walney Bridge
was built, was used to carry the thousands of men employed
by the firm to and from Vickerstown. This ferry is being
strengthened and water tanks are being provided, with a
view "of balancing the boat when she is carrying heavy
weights on the jib of her crane. This vessel, when complete,
will be able to carry big weights from the fitting-up wharf
m the Devonshire Dock to the fitting-up wharf in the Bucc-
leuch Dock, and by means of her crane she will be able to
lift up guns, armour, boilers, engine-room fittings and so
on required to complete any ship in course of construction.
The floating crane will be an immense acquisition to the
resources of the firm.
Turkish Battleship. — The Turkish Commission, which is
travelling in this country with the view of fixing up the
orders for two " Dreadnoughts." visited the Barrow yard
on the i6th and 17th March, and made a complete inspection
of the Barrow works. They were highly gratified with what
they saw. and with the up-to-date appliances in the hands of
the Vickers Company for turning out ships, engines, gun-
mountings and all other factors which go to the production
of a great ship of war. It has been officially notified that the
order for these two ships will go to the .Armstrong group, and
it may be that Armstrong's and Vickers' will each get one
of the ships to build, or that Armstrong's will build both
ships and the Vickers' firm get the orders for the engines,
boilers, etc.. while sharing with Armstrong's in the guns
and gun-mountings. Soon it is expected the Commission
will report on the final determination as to the armour and
guns, and then it will be known how the orders will be alloca-
ted.
The Naval Airship. — The naval airship built by the Vickers'
firm for the Admiralty is now completed and ready for
her inaugural spin in the air. She has. in fact, been waiting
for good weather and favourable atmospherical conditions.
She will, it is expected, sail away from the place of her birth
early some morning, and if she has a successful trial she may
not return to Barrow, but find a home in some other garage.
In the meantime it is understood that work has been pro-
ceeding quietlv in the preliminaries of the construction of
airship No. 2. It seems, indeed, probable that airship con-
struction will become a permanent and important local in-
dustry here, as with the experience gained already and with
the advice of Admiralty experts, much technical knowledge
has already been acquired, and this will be added to when
airship No. t begins to get her trials in the air. Her officers
are all at Barrow ready to man the interesting craft.
A Montreal Floating Dock, — The Vickers' firm are reported
to have secured the order for a floating dock for the Canadian
Government to be built at Barrow and have her home at
Montreal.
Vickers', Limited. — Intimation is given in the annual
report of Messrs. Vickers, Sons & Maxim that it is proposed
to alter the name of the firm to Messrs. Vickers, Limited.
Other Work. — The construction of the Chinese cruiser and
of a British torpedo-boat destroyer is proceeding apace.
Two portions of the Aberdeen floating dock have already
been launched, and the rest of the vessel will take the water
soon. Then the segments will be joined together and she
will proceed to her northern home. The Vickers' firm are
now employed on .four submarines of the " E " class, and
are completing their contracts on several of the " D " class.
Engineering. — There is very great activity in every branch
of the engineering trades, and double shifts are being worked
in most departments.
Shipping and Haematites. — Shipping is weaker in iron and
steel exports. Hematites are depressed at about 66/6
makers' iron and 65/- warrant sellers. Stocks are not
materially increasing.
BELFAST.
(From our Own Correspondent.)
Wages. — In last month's Notes reference was made to
the increase in the rates of wages to be paid to the carpenters,
and to prospective requests for advances in other branches
of the shipbuilding and engineering trades. Since those
notes were penned the A.S.E., the Steam Engine Makers'
Society, The United Patternmakers' Association, The Brass-
founders' Association and The United JIachine Workers'
.A.ssociation have, through the medium of a joint committee,
made application for an advance of 2/- per week on the
current rates of wages on and from the first day in April.
It was thought that "2/- was asked for with a view of making
certain a rise of if-, but it now appears that the men are
holding out for the full increase asked for. and at time of
writing a settlement has not been come to. The Black
Squad are also applying for a rise, so that as predicted in
last month's issue, there will have to be certain concessions
made all round. It was at one time an understood thing
that v/ages on the Clyde were to rule those in Belfast, but
wages in the Belfast yards are at present, and have for some
time past, been hightr generally than in Glasgow. There
is no reason why this should be. in fact the position should
be reversed, for it is a well-known fact that living is cheaper
in Belfast than in Glasgow, or any other large shipbuilding
centre.
Messrs. Harland & Wolff.— By the time this issue is in
the hands of readers. Belfast's new graving dock will have
been opened, and the ceremony will be doubly interesting
in view of the fact that the Olvmpic. the largest vessel afloat
will be the first to be docked in it. On February 8th. the
launch of a noteworthy vessel took place from the south end
of the Queen's Island, when the triple-screw .Aberdeen liner
Demosthenes was sent from the ways. The latest addition
to this well-known fleet is a vessel of about 11, .-^oo gross ton-
nage, with a length of 517 feet, and 62 feet .^ inches beam.
In addition to handsome and commodious passenger accom-
modation, the Demosthenes has extensive cargo-carrvnng
capacity, there being seven hatches served by seventeen
winches, and powerful electric lights will be provided, so
that loading or discharging can be carried on at night as well
as by day. The wing nropellers will be driven by triple-
expansion engines, and the centre by a low-pressure turbine.
Messrs. Elder. Dempster &.Co. have placed an order for
two steamers for their West African service, and it is under-
stood that the vessels will be built at the Queen's Island.
Messrs. Harland ct Wolff are also credited with having
received an order from the Hamburg-.^merica Company for
two vessels. Within the next few weeks they will launch
a new Union-Castle liner, and two tenders for the White
Star Line.
Messrs. Workman, Clark & Co. — This firm recently had a
successful trial of the new fruit steamer Aracataca. which
was built by them for Messrs. Elders & Fyffes. Ltd. She
is ^150 feet long, with a gross tonnage of about 4.150
and is intended for the Company's West Indian fruit trade.
Her engines are triple-expansion, steam being snpplied*b\-
April, 191 i-
THE MARINE ENGINEER AND NAVAL ARCHITECT.
345
four single-ended boilers working under forced draught.
The extensive engine repairs and renewals on the Italian
liner Verona have been completed, and the vessel has left
the port, and the Anglo-American Oil Company's sea-gomg
barge Navahoe is in dock, receiving her new stern-frame.
A few weeks ago the first keel was laid down in Messrs.
Workman, Clark & Co.'s extension on the north side of the
river. On 15th March, thev launched the twin-screw steamer
Egra. which thev have constructed to the order of the British
India Steam Navigation Company, Ltd. She is 424 ieet
long, and has a gro.ss tonnage of 5,000. There is commodious
ancf comfortable accommodation for fifty first-class and
forty second-class passengers. The propelling machmery
consists of two sets of triple-expansion engines, steam bemg
supplied by four large boilers working under forced draught.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES— English.
Vosges.— On February 14th, Messrs. Sir Raylton Dixon
and Co., Ltd., launched from their Cleveland Dockyard,
Middlesbrough, a fine steel-screw passenger and cargo steamer
which is being constructed to the order of Messrs. James
Moss & Co., of Liverpool. Her principal dimensions are
256 ft. 3 in. by 38 ft. by 18 ft. moulded, and she will have
a deadweight carrying capacity of nearly J, 000 tons on a light
draught of water. She is being built to the highest class at
British Corporation and is of the single-deck type with shelter-
deck and bridge and forecastle. Captain's accommodation,
chart-room and entrance-house to saloon will be provided
in a neat steel house on bridge deck, and on the deck below
will be the saloon and the first-class state-rooms at fore end,
and officers' and engineers' berths at the after end. The
petty officers will be located in forecastle, while the firemen
and crew will be quartered in poop. The vessel has two holds,
four hatches, two masts, nine derricks, and will be equipped
with five steam winches, steam windlass, hand and steam-
steering gear, electric light and all the most modern appliances
for the rapid handling of cargo. Triple-expansion engines
having cyhnders 21-;- in., 36 in. and 59 in. by 39 m. stroke,
supplied with steam by two large single-ended boilers working
at 80 lbs. pressure, will be fitted by Messrs. John Dickinson
and Sons, Sunderland.
Grainton. — On February 14th, Messrs. Ropner & Sons,
Ltd., Stockton-on-Tees, launched from their shipbuilding
yard a steel screw steamer of the following dimensions,
viz. : — Length. 429 ft. ; breadth, 55 ft. ; depth, 34 ft. /Jin.
The vessel will be classed 100 Ai at Lloj'd's, having main
deck, and complete awning deck fore and aft. Accommoda-
tion for captain in deckhouse amidships ; officers and
engineers in after 'tween decks ; crew forward. The vessel
has double bottom for water-ballast on the cellular principle,
all fore and aft, and in fore and after peaks. She will be
fully equipped with an up-to-date outfit, including quick
warping steam windlass, stockless anchors, steam-steering
gear amidships and powerful screw gear aft. The appliances
for loading and discharging cargoes expeditiously are very
complete, and include five steam winches, double derricks
to each hatch, steam being supplied by a large auxihary
boiler working at iSo lbs. pressure per square inch. The
engines will be of the triple-expansion type by Messrs. Blair
and Co., Ltd., Stockton-on-Tees, of about 2.000 I.H.P.,
having two steel boilers 16 ft. 6 in. by II ft. 6 in., 180 lbs.
steam pressure. Messrs. Wailes, Dove & Co.'s " Bitumastic "
enamel was applied to bunkers and engine and boiler-room
tanks and their " Bitumastic " covering to tank top in engine
and boiler space.
Castro. — On February i.Sth, a handsomely-modelled
. steamer, the Castro, built to the order of Messrs. Thos.
Wilson, Sons & Co., Ltd., for the general Baltic trade,
was launched from the vard of Messrs. Earle's Shipbuilding
and Engineering Co., Ltd., Hull. The principal dimensions
of the Castro are ;— Length, 250 ft. ; breadth, 35 ft. ; depth,
18 ft. moulded. She has been constructed of steel to the
British Corporation Registry's highest class and to the Board
of Trade latest requirements. The vessel is of single-deck
type, with short poop, long bridge, and topgallant forecastle,
and will be fitted with two pole masts to suit Manchester
Ship Canal regulations, and is capable of carrying a large
quantitv of water-ballast. A commodious deck-house has
been provided on the bridge deck amidships for the accommo-
dation of captain, officers, engineers and steward. The vessel
will be fitted with all necessary derricks and cargo gear,
four steam winches, steam windlass and steam and hand-
steering gear.
9,000-ton Steamer.— On Februarv i=;th, there was launched
from the yard of Messrs. The Northumberland Shipbuilding
Co Ltd., "Howdon-on-Tvne, a fine shelter-deck vessel built to
Lloyd's 100 Ai class. She is built on the deep frame and
girder system, rigged as a two-masted schooner, and is fitted
with allthe latest improvements and up-to date appliances to
make her in everv wav a first-class liner. She is about
4'7S ft. in length, with three complete steel decks, including
the shelter deck all fore and aft, with a cargo-carrying capacity
of about 9,000 tons. A large quantity of water-ballast is
carried in the cellular double bottom, after-peak tank, and
large deep tank, which, with the bunkers, will put the vessel
in excellent trim irrespective of cargo. The shelter 'tween
deck is of exceptional height, and is arranged so that a large
number of emigrants can be carried. The saloon accommo-
dation is placed on top of shelter deck. Loading and dis-
charging facilities are considerably in excess of usual. The
steamer has ten derricks and ten powerful steam winches
with extended shafts, bv Jlessrs. Clarke, Chapman & Co.,
Ltd Gateshead, to ensure the most expeditious handling
of cargo. The vessel has been built to a fine model and to
include the most modern improvements, including Board of
Trade regulations.
Kllda —On Februarv i6th, Messrs. The Goole Shipbuilding
and Repairing Co., Ltd., launched from their Victoria Ship-
vard, Goole, a handsomelv-modelled steel screw trawler of
the following dimensions ;— Length overall, 126 It. 8 m. by
■'3 ft. by 12 ft. 6 in. The vessel has been built considerably -
above Llovd's highest class, and under special survey, and
is equipped generally with all the latest improvements for
trawling off Iceland! and in the Bay of Biscay, etc. The
holds hlive been speciallv insulated with cork, and a large
tank has been fitted under the bunkers for feeding the boiler.
Engines of good power will be fitted by Messrs. Earles
Shipbuilding^t Engineering Co., Ltd., of Hull. The vessel
has been built to the order of Messrs. J. Marr & Son, Ltd.,
of Fleetwood, and the construction has been personally
supervised by Mr. J. H. Marr, managing director of the firm,
and by Mr. J. A. Robertson, both of Fleetwood. This is
the eighth vessel Mes:,rs. The Goole Shipbuilding & Repairing
Co., Ltd.. have built for this firm.
Linesman.— There has been launched from the building
yard of Messrs. J. P. Rennoldson & Sons, South Shields,
a finely-modelled steel screw tug, dimensions :— Length, 85
ft. ; breadth, 18 ft. ; depth moulded, 10 ft. 9 m., built to
Lloyd's A Class for towing purposes. The equipment is of
the latest type and includes steam windlass, steam-steering
gear, etc. The propelling machinery, supplied by the builders,
consists of one set of compound-surface-condensing engines,
having cvlmders isi in. and 32 in. diameter by 21 in. stroke.
In these are combined all the latest improvements, including
team reversing gear. Steam is supplied by one multitubular-
boiler having^a working pressure of 130 lbs. on the square
inch. The l.ineaman. which is a sister tug to the Merman,
recently launched from the same yard, has been built to the
order of Messrs. T. Gray & Co., Ltd., of Hull, and is intended
for towing service on the Humber and East Coast. This is
the twelfth tug built by Messrs. Rennoldson for the same
owners. Messrs. Wailes, Dove & Co.'s " Bitumastic "
enamel was applied to internal surfaces.
Yesso.— On February i6th, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely modelled steel screw trawler, the principal
dimensions being 119 ft. by 22 ft. by 12 ft. 3 in. moulded.
The vessel has been built to the order of Mr. H. L. Taylor,
of Grimsby, and will be fitted with powerful triple-expansion
engines by Messrs. Amos & Smith, Ltd.. of Hull, and is replete
with all the latest improvements for fishing purposes.
American Transport.— On February i6th, Messrs. Irvine;»
Shipbuilding &. Dry Docks Co., Ltd., launched from their
346
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 191 i.
Middleton Shipyard, West Hartlepool, the steel screw steamer
American Transt>o)l, built to the order of Messrs. Fumess,
Withy & Co., Ltd., West Hartlepool, for Messrs. The Empire
Transport Co., Ltd. (Messrs. Houlder Brothers & Co., Ltd.,
managers), London. The dimensions of the vessel are 400 ft.
m length by 52 ft. beam extreme, by 29 ft. 6 in. depth moulded,
carrying over 8,200 tons on a moderate draught. She is
built to British Corporation classification, having a single
deck of steel with clear holds, with poop, bridge and fore-
castle, and water ballast is carried in cellular double-bottom
and in fore and after-peak tanks. The vessel is constructed
with deep frames and longitudinal stringers, and is divided
into seven water-tight compartments by means of six water-
tight bulkheads. Wood grain divisions are fitted throughout
the holds according to the latest Board of Trade regulations.
Four large hatches are provided and a cross bunker hatch,
and all the latest facilities are provided for the rapid loading
and discharging of cargo, including eleven steam winches
exhausting back into stokehole, and twelve derricks. A
powerful quick-warping steam windlass is fitted forward,
with steam-steering gear amidships and hand gear aft. The
captain, officers and engineers will be berthed in large houses
amidships, and the crew and firemen in the forecastle. The
lighting, heating and sanitary arrangements have received
special attention, the most improved methods being adopted
tliroughout. Triple-e-xpausiou engines are being supplied by
Messrs. Richardsous, Westgarth & Co., Ltd., Hartlepool, with
cylinders 25 in., 40 in., 68 in. by 48 in. stroke, with three
large boilers working at a pressure of 180 lbs. per square
inch.
Denis. — There has been launched on the Tyne by Messrs.
R. & W. Hawthorn, Leslie & Co., Ltd., a steamer, named
Denis, the second of three they are at present constructing
to the order of the Booth Steamship Company, of Liverpool.
The Denis is intended lor the South American passenger and
cargo trade between Liverpool and the Amazon, and will
carry a deadweight cargo of over 6, 100 tons. The dimensions
are ^55 feet by 50 feet by 26 feet, and she is being built under
Lloyd's special survey to take their highest class. Splendid
accommodation for forty-six first-cla,ss passengers is placed
amidships. The dming saloon, panelled in mahogany, and
the smoke-room, panelled in oak. are also amidships, whilst
the verandah caf6 is arranged aft. Comfortable accommo-
dation for 100 steerage passengers is arranged in the shelter
'tween deck aft. An installation of wireless telegraphy will
lie fitted. Steam is supplied by two powerful boilers working
at a pressure of 180 lbs. under forced draught. The Denis
will sail from Liverpool about April 27th on her maiden
voyage, proceeding to Para and Manaos via Penarth, London,
Leixoes, and Lisbon,
Zeitieh. — On I''ebruary 15th, Mr. William Walker, of Mary-
port, launched a steel screw steamer to the order of The Egyp-
tian Oil Trust, Ltd., London. She was christened the ZeiiieA
liv Miss Nancy Walker. The dimensions are ; — Length
between perpendiculars, 121 ft. ; breadth moulded, 22 it. ;
depth moulded, 10 ft. 6 in. She will be fitted with C.S.C.
engines by Mr. James Ritchie, Glenavon Engine Works,
Partick, Glasgow, having cylinders 15 in. and 32 in. by 22 in.
stroke. Boiler 11 ft. by 10 ft. by 130 lbs. w.p. The vessel
is also fitted with an oil fuel installation by The Wallsend
Slipway & Engineering Co., Ltd., Wall.send-on-Tyne. She
has accommodation for six passengers. The vessel is built
to the highest class at Lloyd's, and is intended for the Red
Sea trade.
Rudmore. — On l-"ebruary 28th. there was launched from
the shipbuilding and repairing establishment of Messrs. S.
V. Austin A: Son, Ltd., the steel screw steamer Rudmore,
ol 1.320 tons deadweight capacity, which has been built to
the order of James Westoll, Esq., of Sunderland. She will
be classed 100 Ai in Lloyd's Register, under special survey ;
large water ballast capacity is provided and there are large
hatchways specially adapted for the coal trade. Accommo-
dation for captain and officers is fitted in the bridge, engineers
aft, and for crew in the forecastle. The machinery, which
is to be placed aft, will be supplied by Messrs. George Clark,
Ltd., Sunderland. The auxiliary machinery is also by first-
class makers. A Cochran (Annan) donkey boiler with
patent seamless furnace has been supplied and fitted.
Budapest. — On February 28th, Messrs. Richardson, Duck
and Co., launched from their shipyard the first of two steel
screw steamers which have been ordered on behalf of the
" Atlantica " Sea Navigation Co., Ltd., of Budapest, by the
Director-General, Mr. Eugen Pollacsek. The vessel is of
the following dimensions : — Length overall, 345 ft. ; Length
B.P., 331 ft. ; breadth extreme, 48 ft. 3 in. ; depth moulded,
24 ft. 6 ill. She is capable of carrying about 5,300 tons
deadweight on a draught of water of under 21 ft. The vessel
is of the single-deck type with poop, long bridge, and fore-
castle. The captain's rooms are on the lower navigating
bridge, and saloon, officers' and engineers' accommodation
in houses on bridge deck. The seamen, firemen and petty
officers are berthed in the topgallant forecastle. The vessel
is constructed to Lloyd's rules for their highest class and
under special survey. An ample supply of water ballast
is carried in double bottom. Steam windlass, steam-steering
gear, a large number of steam winches, steam heating, and
electric lighting are provided. Triple-expansion machinery will
be fitted by Messrs. Blair & Co., Ltd. The cylinders will be
24 in., 40 in. and 65 in. by 42 in. stroke, and there will be
two single-ended boilers 15 ft. 6 in. diameter by 10 ft. 6 in.
long, working at 180 lbs. pressure.
Atlantica. — On February 28th, Messrs. Wood, Skinner
and Co., Ltd., launched from their shipyard at Bill Quay,
Newcastle-on-Tyne, a fine large steel screw steamer which
they have built to the order of The " Atlantica " Sea Naviga-
tion Co., Ltd., of Budapest. The vessel is of the single-deck
type with poop, bridge and topgallant forecastle, having
accommodation in a large steel deckhouse amidships for
captain, spare berths, etc., the oificers' and engineers' berths
being in sidehouses on bridge deck and for the crew in the
topgallant forecastle. Water ballast of ample capacity is
provided in the cellular double bottom all fore and aft and
m the fore and after peak-tanks. The vessel will be rigged
as a two-masted schooner, and fully rigged with all the
necessary deck machinery. The propelling machinery has
been constructed and will be fitted by Messrs. Blair & Co.,
Ltd., of Stockton-on-Tees, and is of the latest improved
triple-expansion type, supplied with steam by two large
steel multitubular boilers. Both the ship and engines have
been constructed by Lloyd's rules under special survey for
their highest classification.
Arna. — On March ist, Messrs. William Gray & Co., Ltd.,
launched the steel screw steamer Arna, which they have
built to the order of Messrs. S. M. Kuhnle & Son, Bergen,
Norway. She will take the highest class in the British
Corporation Register, and is of the following dimensions,
viz. : — Length overall, 422 ft. 6 in. ; breadth, 34 ft. ; and
depth, 26 ft. II in., with two decks laid, long bridge, poop
and topgallant forecastle. The saloon, state-rooms, captain's,
officers' and engineers' rooms, etc., will be fitted up in houses
on the bridge deck, and the crew's berths in the forecastle.
The hull is built with deep bulb-angle frames, clear holds,
cellular double bottom and large aft and fore-peak ballast
tanks, ten steam winches exhausting into a winch condenser,
steam-steering gear amidships, hand-screw gear aft, patent
direct steam windlass, shifting boards, stockless anchors,
telescopic masts with fore and aft rig, boats on deck over-
head with Captain Gude's Patent Chocks and releasing gear,
ventilation for the Eastern trade, electric light and all require-
ments for a first-class cargo steamer. Triple-expansion
engines are being supplied by the Central Marine Engine
Works of the builders, having cyHnders 27I in., 43I in. and
73 m. diameter, with a piston stroke of 48 in. and four steel
boilers for a working pressure of 180 lbs. per square inch.
Edenor. — On March 2nd, Messrs. Osbourne, Graham & Co.
launched from their yard at Hylton, the s.s. Edenor, which
they have specially constructed to the order of The Edenor
Shipping Co., Ltd.', of Newcastle-on-Tyne, for whom Messrs.
Gronquist, Bryan & Co. are managers. This vessel has been
classed at Lloyd's 100 Ai under Special Survey, and her
leading particulars are as follows :— Length, 252 ft. ; breadth,
34 ft. ? in. ; poop, 20 ft. ; forecastle. 25 ft. She has been
built upon the arch principle of construction, and has been
designed and superintended by Mr. Maxwell Ballard, the
patentee, through whom this order was booked, which is
the first vessel to be constructed under the Ayre-Ballard
Patents. She will carry about 2,200 tons deadweight. The
general arrangement of accommodation is similar to the
April, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
347
ordinary type of vessel, and she is self-trimming in a more
than ordinary degree, this being incidentally a property of
the new form, which also lends itself to the ready construction
of enormous hatchways. Four of these are provided m the
Edenor, and they are of great size. A cargo poop is con-
tructed aft with hatchways. Steam winches arc specially
arranged in a novel manner with double derrick gear for the
rapid handling of cargo, and the vessel is replete in every way
with the latest outfit and requirements. The redistribution
of material effected by the design greatly increases the
longitudinal strength of the vessel, and at the same time the
form and structure entirely does away with all the usual
required hold pillaring. Absolutely clear holds are thereby
given, and, taking depth of hold as a factor, for freedom
from obstruction, the new design in this respect is unrivalled.
While the new form increases the strength by deepening the
ship at the most vital position, it raises the deck platform
above the water line to a much higher level. This will mean
that less water can be shipped upon deck, and with the
increased stability afforded by the redistribution and the
very large increase of reserve buoyancy afforded by the
new design, a much more comfortable sea boat is the resultant.
After the launch the vessel proceeded to the works of Messrs.
MacColl & Pollock, to receive her machinery, which consists
of triple-expansion engines with cylinders i8 in., 29 in. and
48 in., with a stroke of 33 in., steam being supplied by two
single-ended boilers 11 ft. by 10 ft., working at a pressure
of 180 lbs. These engines will drive the vessel a speed of
gj knots loaded at sea.
Erdely. — On March 2nd, there was launched from the
Jarrow Yard of Messrs. Palmer's Shipbuilding and Iron Co.,
Ltd., the steel screw steamer Erdely, built to the order of
The Hungarian Levant Steamship Co., Ltd., Budapest.
The vessel is 370 ft. long, and will carry over 7,500 tons
deadweight on her summer freeboard. She is of the single-
deck type, and has been built to take the highest class in
Lloyd's Register. She has cellular double bottom through-
out for water ballast, which is also carried in the fore and
after peaks. The vessel is to be fitted with triple-expansion
engines, and three single-ended boilers working at 180 lbs.
pressure.
Hans B. — On March 2nd, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Hans B,
for A/s Borgen for whom they have built several vesselse
registered abroad, under different heading. She will takg
the highest class in Lloyd's Register, and is of the followin.
dimensions, vis. : — Length overall, 377 ft. ; breadth, 50 ft.
q in. ; and depth, 28 ft. 4I in. ; with long bridge, poop and
topgallant forecastle. The hull is built with deep bulb-angle
frames, cellular double bottom and aft-peak tank. The vessel
has eight steam winches exhausting into winch condenser,
steam-steering gear amidships, hand-screw gear aft, patent
direct steam windlass, large multitubular horizontal donkey
boiler, shifting boards throughout, stockless anchors, teles-
copic masts with fore and aft rig. boats on deck overhead
and a very complete outfit for a first-class cargo steamer.
Triple-expansion engines are being supplied by the Central
Marine Engine Works of the builders, having cylinders 26 in.,
42 in. and 70 in. diameter, with a piston stroke of 48 in., and
two large steel boilers for a working pressure of 180 lbs. per
square inch.
Hydro. — On March 3rd, a handsomely-modelled steamer,
the Hydro, built to the order of Messrs. Thos. Wilson, Sons
and Co., Ltd., for the general Baltic trade, was launched
from the yard of Messrs. Earle's Shipbuilding & Engineering
Co., Ltd., Hull. The principal dimensions of the Hydro
are : — Length, 250 ft. ; breadth, 35 ft. ; depth, iS ft. moulded.
She has been constructed of- steel to the British Corporation
Registry's highest class and to the Board of Trade latest
requirements. The vessel is of single-deck type with short
poop, long bridge, and topgallant forecastle, and will be
fitted with two pole masts to suit Manchester Ship Canal
Regulations, and is capable of carrying a large quantity of
water ballast. A commodious deck-hou.se has' been provided
on the bridge deck amidships for the accommodation of
captain, officers, engineers and steward. She will be fitted
with all necessary derricks and cargo gear, four steam winches,
steam windlass, and steam and hand-steering gear. The
sister^'vessel Castro was launched from the same yard a
fortnight ago.
Neil 60W. — On March 3rd, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely-modelled steel screw trawler, the principal
dimensions being: — 126 ft. 8 in. by 22 ft. by 12 ft. 6 in.
moulded. The vessel has been built to the order of The
Orient Steam Fishing Co., Ltd., of Grimsby, and will be
fitted with powerful triple-expansion engines by Messrs. C.
D. Holmes & Co., Ltd., of Hull, and is replete with all the
latest improvements for fishing purposes.
PhrontiS. — On March 4th, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely-modelled steel screw trawler, the principal
dimensions being:— 130 ft. by 23 ft. 6 in. by 13 ft. 3 in.
moulded. The vessel has been built to the order of The
Mount Steam Fishing Co., Ltd., of Fleetwood, and will be
fitted with powerful triple-expansion engines by Messrs.
.Amos & Smith, Ltd., of Hull, and is replete with all the
latest improvements for fishing purposes.
Gerona {to be re-named Asconia). — On March 4th, Messrs.
Swan. Hunter & Wigham Richardson, Ltd., launched
from their Wallseud Shipyard, Wallsend-on-Tyne, the
twin-screw passenger steamship Gerona, the latest
addition to the Cairn Line Steamships, Ltd., Newcastle-
on-Tyne. This vessel embodies some of the features
of the t.s.s. Tortona, recently built by Messrs. Swan,
Hunter & Wigham Richardson for the same owners, but
she is larger, has a great deal more passenger accommo-
dation, and in every way has been improved to meet the
increasing requirements of the services between England,
Canada and Italy. The Gerona is built to. the classification
of Lloyd's, 100 Ai, and she will comply with all the require-
ments of the Board of Trade, the United States Laws for
carrying passengers, and the Italian Emigration Laws. The
vessel is rigged as a two-masted fore and aft schooner and
has two funnels. There is a complete shelter deck from stem
to stern, and about it a poop, a long bridge and a topgallant
forecastle. Deep web frames have been provided instead of
hold beams, giving not only increased strength, but also
leaving the holds clear for carrying bulky cargo, such as large
machinery. Amidships there will be luxurious accommoda-
tion for about 140 first-class passengers, and on the shelter
and in the upper 'tween decks there are berths for about
1,500 third-class passengers, together with ample dining
accommodation. Throughout the vessel there will be
ample provision of fire-extinguishing pipes with a complete
outfit of hose pipes. The electric installation will give
lighting throughout the ship and also .serve wireless
telegraphy apparatus. All the sanitary fittings in the
vessel are to pass the regulations of the Board of Trade,
and also the American and Italian Emigration rules. There
will also be hospitals for ordinary and infectious cases, an
operating room and a dispensary. A special feature of the
emigrants' living quarter is a complete installation of the
well-known thermo-tank ventilating and heating plant. The
fans will be sufficient to renew the air eight times an hour.
The fans can be reversed at will so as either to draw the air
out of the different parts of the ship or to inject fresh air,
either cool or warm. The captain, officers and engineers
will have comfortable accommodation on the boat deck.
The seamen and firemen instead of having their living quarters
in the forecastle, as is usual, will be more comfortably installed
on the shelter-deck at the after end of the vessel. The twin-
screw triple-expansion engines and also the boilers are being
constructed by Messrs. Palmer's Shipbuilding & Iron Co., of
Jarrow. The' boilers will be worked with Howden's forced
draught. The Gerona has a large cargo capacity, an ample
equipment of winches and derricks being provided to handle
goods expeditiously. A considerable portion of cargoes from
Canada will be food supplies, and refrigerated holds will be
provided for these, the necessary low temperature being
maintained by means of Messrs. J. & E. Hall's well-known
carbon di-oxide process.
Ceiba.— On March 7th, the steamer Ceiba. the latest addition
to the fleet of fruit steamers plving between the United States
and Central America, was launched from the Neptune Works
of Messrs. Swan, Hunter & Wigham Richardson, Ltd. The
vessel is a finelv-modelled steel screw steamer. 270 ft. in
length by 3g ft. beam, and is intended to take the highest
class of Lloyd's Register. The greatest care has been exercised
in "her design, in order to obtain the best conditions for
348
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
carrying fruit. A great number of ventilators are fitted both
to the holds and 'tween decks, so that the cargo may be
safely borne through the tropics. Accommodation for first-
class passengers is provided amidships. There are two
cabines de luxe, and state-rooms for thirty passengers. A
special feature of the accommodation is a large shelter on
deck, fitted with seats and tables, and protected from the
weather. The ventilation of the passenger accommodation
has been the subject of careful thought. The Ceiba has an
installation of wireless telegraphy. The machinery and
boilers have also been constructed at the Neptune Works.
The steamer has powerful triple-expansion engines, intended
to drive her at a high rate of speed.
City of Lahore. — On March 14th, there was launched from
the Wallsend shipyard of Messrs. Swan, Hunter & Wigham
Richardson, Ltd.. the latest addition to the Hall Line section
of EUerman's City Line, which maintains the well-known
passenger and cargo service between Glasgow, Liverpool
and Calcutta, touching at various .intermediate ports. The
propelling machinery, constructed by the Wallsend Slipway
and Engineering Co., Ltd., consists of a set of quadruple-
expansion engines, with substantia] boiler power. The
dimensions of the ship are : — Length, 450 ft. : breadth, 54 ft. ;
and moulded depth. 33 ft. 10 in. The deadweight capacity
will be over 10,000 tons. There will be a complete installation
of electric light and heating apparatus throughout the living
accommodation. On the bridge and boat decks apartments
will be provided for about seventy first-class passengers,
and in the poop for forty second-cla.ss. The public rooms
will be very superior in character. Both classes are provided
with abundant bath-rooms and lavatory accommodation, with
liot and cold fresh and salt-water services.
Trevorian. — On March 15th, there was launched from the
shipbuilding yard of Messrs. John Readhead & Sons, Ltd.,
\\'cst Docks, South Shields, a steel screw steamer, built to
the order of Messrs. Edward Hain tV Son, St. Ives, Cornwall,
and named the Trevorian. The vessel is of the improved
single-deck type to Lloyd's highest class, and under their
special survey, having poop, extra long bridge, and topgallant
forecastle, with deep girder framing, and having cellular
double bottom all fore and aft, with large after-peak tank
for water ballast. The outfit of the ship is very complete
for general and grain trades, with shifting boards all fore
and aft, and trunk feeders as hatchways. A full equipment
of steam winches and derricks is fitted for the rapid loading
and discharging of cargoes. She will carry a deadweight
cargo of 7,550 tons on a light draught of water. The vessel
will be fitted with triple-expansion engines, also constructed
by Messrs. John Readhead & Sons, Ltd., having cylinders
26 in., 42 in. and 6g in., and 48 in. stroke, steam being supplied
from two large steel boilers working at a pressure of 180 lbs.
per square inch. This is the fifty-fourth vessel built for the
above firm by Messrs. John Readhead & Sons, Ltd.
Halvdan. — On March i6th, Messrs. Sir Raylton Dixon
and Co., Ltd., launched from their Cleveland Dockyard,
Middlesbrough, a fine steel .screw steamer which they are
building to the order of Me.ssrs. Bruusgaard, Kiosterud & Co.,
of Drammen,TSIorway. The vessel is being constructed under
special survey to class 100 Ai at Lloyd's, and to pass Nor-
wegian Veritas, and is of the single-deck type with poop,
long bridge and forecastle. Her principal dimensions are : —
372 ft. by 52 ft. 6 in. by 26 ft. 5 in. moulded, and she will
have a deadweight carrying capacity of about 7,400 tons
on a light draught of water. Saloon and captain's room will
be fitted up in a large steel house amidships, with chart room
and office on top, and flying bridge above this. The officers'
and engineers' accommodation will be provided in side houses
abreast '-'ngine casing, while the firemen and crew will be
located aft in poop. The vessel has four holds, five hatches,
two masts, and will be equipped with ten derricks, ten steam
winches, steam windlass, two large donkey boilers, hand and
steam-steering gear and all the latest and most modern
appliances for the rapid handling of cargo. Triple-expansion
engines having cylinders 25 in., 41 in. and 68 in. by 48 in.
stroke, supplied with steam by two very large single-ended
boilers working at 180 lbs. pressure, will be fitted by the
North-Eastern Marine Engineering Co., Ltd., Wallsend-on-
Tyne.
Perslmon. — On March i6th. there was launched from the
shipyard of Messrs. Cocrhane & Sons, shipbuilders, Selby,
a handsomely-modelled steel screw trawler, the principle
dimensions being: — 126 ft. 8 in. by 22 ft. by 12 ft. 6 in.
moulded. The vessel has been built to the order of Mr.
■W. J. Barrett, of Grimsby, and will be fitted with powerful
triple-expansion engines by Messrs. C. D. Holmes & Co.,
Ltd., of Hull, and is replete with all the latest improvements
for fishing purposes.
Y.C. No. 95. — On March i6th, a steel screw steamer Y.C.
No. 95, constructed by Messrs. Earle's Shipbuilding and
Engineering Co., Ltd., for the British .Admiralty, was success-
fully launched. The principal dimensions are : — Length,
no ft. ; breadth, 24 ft., and depth, 12 ft. The vessel is
the first of its type built for the Admiralty, and has been
constructed to the builders' own design and specification
under Admiralty Survey, for transporting ashes from battle-
ships in docks or rivers and discharging them at sea. For
this purpose a hopper has been built forward capable of carry-
ing about 100 tons of ashes. The bottom has been arranged
in large sections to hinge down, worked by quick-acting
winches on deck, geared to a powerful windlass. Combined
steam and hand-steering gear is fitted amidships. Accommo-
dation is provided in spacious cabins for twelve men. The
machinery consists of triple-e.xpansion engines capable of
driving the vessel at a speed of 9 knots. Steam is supplied
by one large cylindrical boiler. The vessel was launched
complete with machinery and all fittings on board ready
for trials.
MonkShaven. — On JIarch 17th, Messrs. Wm. Doxford and
Sons. Ltd., launched from their yard at Pallion, Sunderland,
a vessel built to the order of The Eskside S.S. Co.. Ltd.
(Messrs. Chas. Smalcs & Son), Whitby. The dimensions
are : — Length, 346 ft. ; breadth, 48^ ft. ; moulded depth,
2 5f ft. Deadweight capacity, 5,800 tons. The engines and
boilers are being constructed by Messrs. Doxford. The
Monkshaven has been built under the inspection of Mr. J.
McCov, and is to be classed 100 Ai at Lloyd's.
Two Steel Lighters. — On March 17th, two steel lighters
CO ft. by 16 ft. by 7 ft., were launched from the yard of
Messrs. Edward Finch & Co., Ltd., Bridge Works, Chepstow.
These are the last two of an order for eight similar craft.
They have been towed to Liverpool in pairs, from whence
thev have been shipped at fortnightly intervals, also in pairs,
i on the deck of a Lamport Holt steamer to their destina-
tion, Bahia.
LAUNCHES— Scotch.
Star of Freedom. — On February i8th, there was launched
at Aberdeen a steam trawler named Star of Freedom, which
has been built to the order of the Walker Steam Trawling
Co.. Ltd., Aberdeen. The dimensions are : — Length, 125 ft. ;
breadth, 23 ft. ; and depth, 13 ft. g in. Steel boiler and
triple-expansion engines will be fitted by the builders. The
Star of Freedom is' the largest trawler ever constructed at
.\berdeen.
Baron Polwarth.— On February 27th, Messrs. Napier and
Miller, Ltd., launched from their' yard at Old Kilpatrick the
steel screw steamer Baron Polwarth, built to the order of
Messrs. H. Hogarth & Sons, Glasgow, to carry fully 8,000 tons
on 24 ft. with'large hatches, clear holds, nine steam winches,
electric light and deep ballast tanks. The dimensions of
the vessel are : — Length, 400 ft. ; breadth, 52 ft. ; depth,
30 ft., with a gross tonnage of about 5,000 tons, built to the
British Corporation requirements for their highest class.
The machinery is being supplied by Messrs. Dunsmuir and
Jackson, Ltd., 'and consists of triple-expansion engines having
cylinders 27 in., 43 in. and 72 in. by 48 in. stroke, also two
main boilers and a donkey boiler. Messrs. Wailes, Dove
and Co.'s " Bitumastic " covering was applied to tank top
under boilers and donkev boiler recess, and their " Bitu-
mastic " Enamel to bunkers, boiler-room tank and bilges in
engine and boiler-rooms. A Cochran (Annan) donkey boiler
with patent seamless furnace has been supplied and fitted.
Coila. — On February 28th, there was launched at Dum-
barton the steel screw steamer Coila for Liverpool owners.
The vessel is constructed on the Isherwood principle, and is
of the single-deck type, with long bridge, poop and forecastle.
The dimensions are; — Length, 382 ft.; breadth, 51 ft.;
depth moulded, 27 ft. 8J in. Both the vessel and her
machinerv have been built under special survey of Lloyd's
for their highest class.
April, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
349
Satyavati. — On February 2Sth, there ^was launched on
the- Clyde a screw steamer, built lor the pilgrim and passenger
service oi the Bombay Steam Navigation Company. Ihe
vessel IS 1S5 ft. in length between perpendiculars, 27 ft. 6 in.
in breadth, and 17 ft. in depth, moulded. Triple-expansion
engines will be supplied.
Saint Stephen. — On March 2nd, there was launched on the
Clyde a steel screw steamer, built to the order of Messrs.
Kankm, Gilmour & Co., Ltd., of Liverpool. The principal
dimensions are : — Length, 390 ft. ; breadth, 52 ft. ; depth,
28 ft. to upper deck ; deadweight, 7,300 tons. The vessel
will have triple-expansion engines having cylinders 25 in.,
41 in. and 68 m., by 48 m. stroke, taking steam from three
single-ended boilers. The vessel, which is built on the Isher-
wood system, will have Lloyd's highest class.
Andorinha. — On March 2nd, the latest addition to the
fleet of the Veoward Line, of Liverpool, was launched at
Dundee. The steamer, which has been built to Lloyd's
highest class and Board of Trade requirements, is intended
tor service in the owners' line running between Liverpool,
Lisbon, Madeira and the Canary Islands, and has been speci-
ally designed to give pa.ssengers every comfort. She is
290 ft. in length and 41 ft. 6 in. in beam, and will carry
about 3,000 tons of cargo, m addition to about 100 first-class
passengers, the steamer is also specially adapted for the
transport oi bananas from the Canaries. The propelling
machinery consists of a set of triple-expansion engines, capable
of driving the vessel up to 15 knots, supphed with steam
from three single-ended boilers. The auxiliary machinery
for working the vessel and her cargo is of the most approved
description, and includes a large refrigerating plant. It is
un-der-jtood that the vessel is to be fitted lor wireless tele-
yraphv and that very shortly she will be ready for service.
Manzanares. — On March 4th, Messrs. Alex. Stephen & Sons,
Ltd., Linthouse, launched a finely-modelled steamer for the
fruit trade of Alessrs. Eiders & Fyffes, Ltd., between the West
Indies, Central America and Manchester. The vessel has
a length of 390 ". by 48 ft. beam, and a depth of 32 ft.,
with a gross tonnage of about 4,200, and is somewhat similar
in design to the three previous steamers built by Messrs.
Stephen for the same owners. The passenger accommodation
is excellent, consisting of a large saloon house on deck, with
saloon, music-room, smoking-room, etc. The officers and
engineers are also housed on this deck. The principal feature
of the vessel is the insulated hold storage of 200,000 cubic ft.
capacity, cooled by refrigerating machinery on the CO.^
system by Messrs. J. & E. Hall, of Dartford, for bringing
bananas, oranges, etc., from the West Indies to this country.
She is fitted with triple-expansion engines, having cylinders
27 in., 45 in. and 75 in. diameter by 54 in. stroke. Facilities
for the rapid loading and discharging of cargo are provided.
A Cochran (Annan) donkey boiler with patent seamless fur-
nace has been supplied and fitted.
Medina. — On March 15th, the Medina, one of the two new
steamers of the " M " class now^ building for the P. & O.
Company, was successfully launched from Messrs. Caird
and Co.'s yard at Greenock. The naming ceremony was
performed by Lady Alice Shaw-Stewart. The completion of
this ship and her sister, the Maloja, will bring the P. & O.
Company's " M " class of steamers to a total of ten. The
two new vessels are designed for the Company's India, China
and Australia mail and passenger services, and will probably
make their maiden trips in November to India. Messrs.
Wailes, Dove & Co.'s " Bitumastic " enamel was applied to
the bunkers and ballast tanks, and their " Bitumastic "
covering to tank top in boiler-room and deck in refrigerating
machine-room. Messrs. Matthew Keenan i: Co., Ltd., have
the contract to insulate the engine and boiler-room casing
with their patent bulkhead insulation, and the boiler and
steam pipes with their patent non-conducting vegetable pulp.
Burma. — Recently the Greenock and Grangemouth Dock-
yard Company launched for the Admiralty the steamer
Burma, the first oil-tank steamer constructed to the order
of the Admiralty. This vessel, which is intended to supply
oil to the British Fleet at sea, will carry 2,500 tons fuel oil
in twelve tanks. The propulsive machinery is by Mes.srs.
J. G. Kincaid & Co., Greenock. When steaming at sea, she
will have a speed of 1 2 knots. She is understood to be capable
of towing a vessel and supplying her with oil fuel, or of being
towed by warships and supplying them with oil fuel at the
same time. She is fitted so as to supply oil to vessels along-
side, both on port and starboard sides, from four different
positions. In the pump-room are two powerful pumps
capable of discharging 400 tons of oil per hour. By means
of a complete system of oil pipes and valves the entire cargo
of oil can be taken in, or di.scharged, by the operator in the
pump-room, the pumps acting separately or together. A
powerful steam-driven fan, also in pump-room, frees the
tanks from the heavy, dangerous vapours which remain
when oil is discharged. This enables the crew to clean the
tanks with perfect safety. The vessel is fitted with a complete
installation of electric light and steam heating.
LAUNCHES— Irish.
Egra. — On March .14th, at high^water, the twin-screw
steamer Egra was launched by Messrs. \\orkman, Clark & Co.,
Ltd., Belfast, from their South Yard. The Egra has been
built to the order of the British India Steam Navigation Co.,
Ltd., and is 424 ft. in length, with a gross tonnage of 5,000.
Accommodation is provided in large and comfortable state-
rooms on the shade deck for about fifty first-class and forty
second-class passengers, the rooms being arranged for one,
two and three persons, while the 'tween deck spaces have been
arranged for the accommodation of native steerage passengers.
The first-class public rooms are all situated on the bridge
deck, and include a dining-saloon, social hall, and a smoke-
room, all artistically fitted and furnished, while for the second-
class passengers there is a large dining saloon on the shade
deck. Careful consideration has been given to the ventilation
of the passenger accommodation, so as to ensure the utmost
comfort of passengers in the tropical regions in which the
vessel is intended for service. Cargo is carried in three holds,
the two forward holds being practically free from obstruction
owing to the adoption of the girder principle of construction,
and therefore available for large consignments, such as boilers
and machinery. The hatchways to each hold are exception-
ally large, and are equipped with the necessary steam winches,
derricks and other gear capable of e.xpeditiously handling a
full general cargo. The propelling machinery consists of two
independent sets of triple-e.xpansion engines with the latest
improvements and all the necessary auxiliaries, steam being
generated in four large steel horizontal cylindrical boilers
working under forced draught. The vessel has been con-
structed under Lloyd's survey for the highest class in their
Registry, while the British Board of Trade requirements for
a first-class passenger steamer have also been fully complied
with.
TRIAL TRIPS.
Koophandel. — On March i6th, the s.s. Koophandel pro-
ceeded on her official trial trip in Hartlepool Bay. Owing
to the inclement weather it was impossible to attempt a
speed trial, but the machinery and all auxiliaries worked
very satisfactorily. She was launched from the Harbour
Dockyard of Messrs. Irvine's Shipbuilding & Dry Docks Co.,
Ltd., West Hartlepool, on 14th February, and is a steel
screw steamer built to the order of Messrs. Furness,
Withy & Co., Ltd., West Hartlepool, for the Scheepvaart
Maatschappij Gylson, Antwerp. The dimensions are : —
289 ft. 6 in. by 40 ft. 2 in. by 20 ft. 6\ in. The vessel has
a single deck, poop, bridge and topgallant forecastle, and
has been built to the British Corporation Registry's highest
class. A double bottom is fitted throughout on the cellular
principle, and the after peak is arranged as a trimming tank.
She is constructed with bulb angle frames and longitudinal
stringers, giving clear holds for the stowage of bulky cargoes.
Four watertight bulkheads divide the vessel into five w'ater-
tight compartments. There are four large cargo hatches,
with a steam winch to each, the bulwarks have been specially
strengthened for the carriage of deck cargoes, and the vessel
is replete with all the latest improvements for loading and
discharging expeditiously. A powerful quick-warping steam
windlass is fitted forward for working the cables, and steam-
steering gear is fitted amidships, with hand-screw gear aft,
and a large multitubular donkey boiler is also fitted. The
cabins are heated with steam, and the sanitary ventilating
and lighting arrangements are effected on the most improved
lines. Triple-e.xpansion engines will be supplied and fitted
350
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
by Messrs. Richardsons, Westgarth & Co., Ltd., Hartlepool,
having cylinders 2o| in., ^^ in., 54 in. by 36 in. stroke, with
two large single-ended boilers, working at a pressure of 180 lbs.
per square inch. A Cochran (Annan) donkey boiler with
patent seamless furnace has been supplied and fitted.
Carmen. — On March iitli, the s.s. Caimen ran a successful
sea trial, when a mean speed of i if knots was attained.
The vessel was launched by Messrs. \\'m. Do.xford & Sons,
Ltd., on February 14th, from their yard at PalUon, Sunder-
land, and she is a large vessel built to the order of Oscar de
Lucovich, Esq., of London. The dimensions are : — Length,
370 ft. ; breadth, 50 ft. ; moulded depth, 28f ft. ; and
deadweight, 7,550 tons. The vessel is classed 100 A I at
Lloyd's. The engines and boilers have also been sxipplied
by Messrs. Doxford.
Vendee. — On February 25th, the fine steel screw passenger
and cargo steamer Vendee, built by Messrs. Sir Raylton
Dixon & Co., Ltd., at their Cleveland Dockyard, Middles-
brough, to the order of Messrs. James Moss & Co., of Liverpool,
proceeded to sea for her official trials. The trials passed off
most successfully and the vessel proceeded to the Tyne,
whence she will sail on her maiden voyage under the command
of Captain Muir. See also Launches, February issue.
Daphne. — Ou March ist, the new steamer Daphne, built
by the Sunderland Shipbuilding Co., Ltd.. proceeded on
her official trial. After proceeding to sea, the vessel made
several runs over the measured mile, fully loaded, when a
mean speed of lof knots was obtained ; after this a continuous
speed trial was run, which gave entire satisfaction to all on
board. After the trial the vessel proceeded on her voyage
to Caen. See also Launches, March issue.
Amphion. — On March ist, the s.s. Amphion, of about
5,500 tons deadweight, built for Messrs. J. & P. Hutchison,
Glasgow, by the Campbeltown Shipbuilding Company, Camp-
beltown, and engined by Messrs. David Rowan & Co., Glasgow,
ran trials at Wemyss Bay. The Amphion is of the single-
deck type, with clear holds, and has poop, long bridge and
topgallant forecastle. She has been constructed in excess
of Lloyd's highest class and is specially arranged for the
owners' grain and general trade. The trial proved quite
satisfactory, and a mean speed of over 1 1 knots was obtained.
The Amphion is the third steamer recently built by the Camp-
beltown Shipbuilding Co. for Messrs. Hutchison.
Aracataca. — On March 3rd, this vessel left the Alexandra
Wharf and steamed down Belfast Lough for adjustment of
compasses and to undergo ber speed trials on the measured
mile course. ."Vfter the adjustment of compasses the various
trials took place and these were highly successful, a speed
well in excess of the contract requirements being attained.
The vessel afterwards proceeded to Glasgow to take in bunker
coal, and will leave that port for the West Indies in the course
of a few days. See also Launches, February issue.
Arabien. — On March 4th, the steamer Arabien, which has
been constructed at the Neptune Works of Messrs. Swan,
Hunter & Wigham Richardson, Ltd., for Det Ostasiatiske
Kompagni, of Copenhagen, sailed from the Tyne on the
conclusion of a highly satisfactory trial trip. On the trial
trip the machinery gave the greatest satisfaction to all con-
cerned. Immediately on the conclusion the vessel sailed
for Copenhagen, under the command of Capt. Cortsen, whence
she will take up her station on the Company's service between
Europe and the Far East. See also Launch, March issue.
Berwindvate. — On March 4th, the s.s. Berwindvale left
the Tecs for her delivery trial, having on board Mr. John
Esplen, representing the owners, Mr. Harold R. Dixon and
Mr. Harroway representing the builders, Messrs. Sir Raylton
Dixon & Co., Ltd., Middlesbrough-on-Tees, and Mr. Morison,
representing the engine-builders, Messrs. Richardsons, West-
garth & Co., Ltd., Hartlepool. One of the important features
of the steamer is her very large hatchways, which, eight in
number, measure 21 ft. by 33 ft. This practically leaves
the whole of the ship open when the hatches are removed.
An entirely new design of hinged hatch cover has been adopted
and although the hatchways are of such an enormous size,
the covers by a very simple arrangement may be raised
and lowered in a space of ninety seconds, and no tarpaulins
are required. When one considers the time that must be
employed in removing tarpaulins and wood hatch covers
of hatchways of this size, it will be recognised what a great
advance has been made, for with two men this operation
has been reduced to a minimum. On the trial trip the vessel,
in half-loaded condition, averaged a speed of 13 knots. See
also Launches, January issue.
Lauderdale. — On March 14th, the s.s. Lauderdale, of about
2,000 tons deadweight, built to the order of The Union
Steamship Company of New Zealand, Ltd., by the Campbel-
town Shipbuilding Co., Campbeltown, and engined by Messrs.
David Rowan & Co., Glasgow, ran trial at Wemyss Bay.
The Lauderdale is of the well-deck type with raised quarter-
deck, bridge and topgallant forecastle. She has a complete
installation of electric light, double winches and derricks
to each hatchway, and has been specially arranged for the
owners' New Zealand long-coasting trade. After the trials,
which were highly satisfactory, the Lauderdale proceeded to
Liverpool to finish loading before clearing for the voyage
out to New Zealand. A mean speed of over loj knots was
easily maintained.
Ferngarth. — On March 4th, the steel screw steamer Fern-
garth, built by Messrs. Craig, Taylor & Co., Ltd., Stockton-
on-Tees, to the order of The Clapham Steamship Co., Ltd.
(Messrs. Henry Clapham & Co., Newcastle, managers), was
taken to sea for her trial trip, which proved highly satis-
factory. The vessel is of the following dimensions, viz. : —
392 ft. by 52 ft. by 29 ft. 6 in. moulded. She is built of
steel to the highest class in Lloyd's registry under special
survey, and has poop, bridge, and topgallant forecastle,
water ballast in double bottom fore and aft, and in peaks.
She is fitted with patent direct steam windlass with quick
warping ends, steam-steering gear, eight steam winches,
shifting boards in holds for carrying gram cargoes, telescopic
masts to Manchester Ship Canal requirements, double
derricks, and all the latest improvements for rapid loading
and discharging. The accommodation for captain, spare
room and officers is neatly fitted up in deck-house amidships,
the engineers being in deck-house alongside engine casing,
and the crew under the bridge. Her engines have been
built by Messrs. MacColl & Pollock, Ltd., at the Wreath
Quay Engineering Works, Sunderland, the cylinders being
25 J in., 43 in., and 70 in. by 45 in. stroke, steam being supplied
by three e.xtra large boilers designed and constructed for the
working pressure of 180 lbs. per square inch. The condenser
is arranged entirely separate from the main engines, so that
it can be used for auxiliary purposes in port. Particular
attention has been given to the removal of impurities
from the feed water, duplicate filters being fitted so that no
water is allowed to enter the boilers without being efficiently
filtered. The vessel is fitted with extra large ballast pump,
feed heater, large evaporator, and other usual fittings.
During the trial everything worked with the greatest smooth-
ness, and a speed of I2f knots was maintained, the vessel
being in half loaded trim. Immediately after the trial, the
vessel proceeded on her way, under command of Captain
R. J. Smith.
Oaksa. — On March 6th, the new screw steamer Daksa,
built by Messrs. John Readhead & Sons, Ltd., West Docks,
South Shields, to the order of the Navigazione a Vapore
" Unione " of Dubrovnik, was taken to sea on her official
trial trip. After the trial, which was in every way satis-
factory to all concerned, the vessel proceeded to Blyth to
load for Trieste, under the command of Capt. V. Miles.
See also Launches, March issue.
Tellus. — On March 8th, the s.s. Tellus, built and engined
by Messrs. 'Wm. Do.xford & Sons, Ltd., Sunderland, to the
order of Wilh. Wilhelmsen, Esq., of Tonsberg, ran a successful
sea trial, when a mean speed of 12^ knots was obtained.
There were present at the trial, Mr. Geo. Stout, representing
charterers ; Capt. Edvardsen, representing owners ; and
Mr. Nicol, of Messrs. C. A. Bushell, Nicol & Co., of Newcastle.
After the trial the vessel went to the Tyne for bunkers. See
also Launches, March issue.
Walter Dammeyer. — On March 9th, the new steamer
Waller Dammeyer, built by the Sunderland Shipbuilding Co.,
Ltd., proceeded on her official trial. After proceeding to
sea, the vessel made several runs over the measured mile,
fully loaded, when a mean speed of loj knots was obtained,
which was considered most satisfactory. See also Launches,
March issue.
April. 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
351
August. — On March gth, the large steel screw steamer
August, built by Messrs. Win. Gray & Co., Ltd., to the order
of Mr. Jacob Christensen, of Bergen, had her trial trip.
The ship was put through the usual mancjeuvres, everything
working smoothly and well, and the speed of ship being
12 J knots. The vessel afterwards proceeded on her voyage.
See also Launches, March issue.
Messina. — On March gth, the steel screw steamer Messina,
built by the Northumberland Shipbuilding Co., Ltd., Howdon-
on-Tyne, to the order of Messrs. Furness, Withy & Co., Ltd.,
West Hartlepool, left the Tyne for her official trial trip.
The trial trip proved in every way satisfactory, and a speed
of 1 1 J knots was obtained. See also Launches, March issue.
Anchises. — On March loth, the twin-screw steamer An-
chises, built and engined by Messrs. Workman, Clark & Co.,
Ltd., for Messrs. Alfred Holt & Co., for the newly established
passenger service to Australia, proceeded down the Lough
for adjustment of compasses, machinery tests and speed
trials. After these tests, which were all thoroughly satis-
factory, the vessel left for Glasgow, where she will load
cargo and leave for the initial voyage to Australia, calling
at Fishguard to take passengers on board. See also Launches,
February issue.
FOREIGN LAUNCH.
Ull. — On March 2nd, The Laxevaags Engineering & Ship-
building Company, Bergen, Norway, launched the s.s. Ull,
built to the order of Messrs. Johan C. Giertsens Eftf. Bergen.
The principal dimensions are : — Length overall, 239 ft. 6 in. ;
breadth, 35 ft. ; depth moulded, 16 ft. 10 in. The machine
is also built by the Laxevaags Company ; the cylinders
being 16 in. by 25J in. by 43 in. by 30 in. stroke, and the
working pressure 175 lbs. per square inch.
FOREIGN TRIAL TRIP.
Ihumata. — On March 2nd, the fine new steel screw steamer
Ihumata, built by The Antwerp Engineering Co., Ltd.,
Hoboken-lez-Anvers, for The Union Steamship Co., of New
Zealand, Ltd., had her official trial trip off Flushing, when
the vessel gave every satisfaction, the machinery working
splendidly throughout, a mean speed of iO:J- knots being
easily maintained. Afterwards the vessel proceeded to
Norway, to load her first cargo. This vessel, which is the
first English steamer built in Antwerp, is 230 ft. long, 35 ft.
6 in. beam, by 16 ft. loj in. deep, has two holds, eight steam
winches, steam windlass and suitable appliances to suit
the owners' trade. The propelling machinery, which has
been constructed at the Northumberland Engine Works,
Wallsend-on-Tyne, of The North-Eastern Marine Engineering
Co., Ltd., consists of a set of their latest type of triple-
e.xpansion engines, having cylinders 17 in., 28 in. and 46 in.
by 33 in. stroke, steam being supplied by a large steel boiler
working at a pressure of 180 lbs. per square inch. A number
ol visitors accompanied the vessel on her trial run.
BOARD OF TRADE EXAMINATIONS.
Note — iC denotes First Class : 2C Second Class.
February 23rd, 191 1.
Aitchisen, A. . .
Allan, F
Alexander, T.W.
Black, W. S. ..
Bogan, J. W. ..
Brabban, A. . .
Brawley, J
Bruce, R. R. ..
Calder, D
Carnochan,G.A
Carter, T. M. ..
Cunningham, A.
Davison, J
Dowling, W. . .
Duncan, C. C.
Dunn, D
2C Liverpool
iC N. Shields
iC Glasgow
2C Leith
iC Cork
iC London
iC Cardiff
iC Liverpool
2C Liverpool
2C Liverpool
rC London
iC Liverpool
2C N. Shields
2C Glasgow
2C W. Harfl
iC Leith
Edmond. H. A.
Elstob, B. W.
Fallon, A
Fowler, H. S. . .
Fyfe, D
Gillam. W
Hart. F. A .. ..
Hood, R. P. . .
Hudson, E
Irving, J. M. . .
Johnson, C. W.
Kinloch, A. S.
Lake G. H. ..
Lee, H G
McCallum, J.W,
McCulloch, A.J.
Montgomery, N.
Morely. F. C...
2C Plymouth
2C W. Harfl
iC London
2C Leith
iC Leith
2C L^ith
2C Hull
2C Leith
2C Hull
iC Liverpool
2C Hull
2C Leith
iC Cardiff
2C London
2C Glasgow
iC Cardiff
2C Liverpool
iC W.Hart'l
Muirhead, A. . .
Newman, S. B
OldBeld, J. E.
Parker, W. W.
Paton, H
Phillips, T. M.
Prestwich, J . D.
Proudlock, G.A.
Pugh, W.J. ..
Ramsey. G
Rankeillor. j. . .
Robson, DM
Ross, D. O
Seymour, R. W
Sharp, A
Squires, H
Stevenson, WC.
Stuart, A J. . .
Thurlow, C. C.
Urruchua, M. . .
Wallace, A. A.
White, G. N. ..
Williams, R B.
Wood, G. A. ..
2C Glasgow
2C London
iC Liverpool
iC N. Shields
iC Liverpool
2C Cardiff
iC Liverpool
iC Glasgow
iC Cardiff
2C W. Harfl
iC Leith
2C N, Shields
2C W Harfl
iC N. Shields
iC Leith
2C W.Hart'l
2C N, Shields
iC Leith
2C London
2C Plymouth
iC Barrow
2C N. Shields
2C W. Harfl
2C London
March 2nd.
Adamson, W.W. 2C London
Armstrong, T. rC N. Shields
Beatty, N. S. .. iC N Shields
Beggs, J 2C Liverpool
Best, W. E. .. 2C London
Boyd, J 2C Liverpool
Brown, C 2C Greenock
Connolly, J, .. 2C Sunderl'd
Cook, J 2C Sunderl'd
Cowell, W iC Aberdeen
Craske. H. L .. iC Liverpool
Cummins, H. L. 2C N. Shields
Currie, A. W... iC Aberdeen
Dean, K. R. .. iC Aberdeen
Fernandes, T.G. 2C N Shields
Flett, J. R rC Greenock
Freeman, T. . . 2C London
Hughes, A 2C Liverpool
Hutchinson, R. iC Londn'ry
Kerr, M iC Greenock
Kirkpatrick, J. 2C Londn'ry
Kydd, W I C Liverpool
Lang, G. A. .. iC N. Shields
Lumsden, J H. 2C Sunderl'd
Macintyre, R.C iC Greenock
McClel'land.H.R.iC Greenock
Milne, A. C. .. rC Aberdeen
Murray. W. C. 2C Aberdeen
Palmes, B 2C Greenock
Quine, J. L. . . iC Liverpool
Ramm, T. W. 2C N. Shields
Smartt, T, W. 2C London
Smyth, S iC Londn'ry
Tyre, T. D iC Greenock
White, L. G. .. 2C Bristol
Willing, W. .. 2C Sunderl'd
March gth.
Adamson, G. .. iC Glasgow
Barton, W C. iC Liverpool
Burch, H rC Liverpool
Campbell, J. . . 2C Glasgow
Craig. W iC Glasgow
Davies, 1 2C Cardiff
Evans, J. O. . . rC Carditl
Galbraith, F. .. iC Liverpool
Gifford, AS... iC Leith
Hardy. E iC N. Shields
Hewitt, A. H... iC Liverpool
Hourston, A. G. 2C Leith
Jones, D 2C Cardiff
Lawrie, R iC Leith
Lee, W F 2C London
Lewis, J. M. .. iC Cardiff
Lockhart, H. .. rC Glasgow
MacKellar, D.I. 2C Belfast
Mailer, J iC Glasgow
McMurran, J S. 2C N. Shields
McNeill, M. .. 2C South'ton
McVicar, G. J. 2C Glasgow
Melville, T. H. 2C Liverpool
Muchmcre. H.J. 2C Cardiff
Owen, D. L .. iC Cardiff
Pont, C 2C London
Reedie, G iC Leith
Reid, G. W. . . 2C London
Simpson, A. E. iC N Shields
Smith, R. H. .. iC Glasgow
Swanston, M. .. iC London
Swift. H- 2C Liverpool
William, R. M. 2C Liverpool
Wilson, H. M. iC Belfast
Young. C. A. . . 2C London
March i6th
Barwise, J 2C Liverpool
Birse, G. C. . . 2C Dundee
Bonne. S. E. .. 2C Hull
Boyes. W. M... 2C Greenock
Clark. R. B, .. 2C N. Shields
Fairweather, R. iC Greenock
Hughes. H 2C Liverpool
Hutchison, S.M. 2C Greenock
Jack, HP 2C Dundee
Lamb. A. P. .. 2C Greenock
Lawrence, H G. iC Hull
Lloyd, E. T. .. iC Liverpool
McPhail, E. A. 2C Liverpool
McQueen, D. . . 2C Liverpool
Michell, H 2C London
Odonko-Quaddy,
G. 2C London
Osborne, W. F. iC Greenock
Smith, R. M. .. 2C N. Shields
Spence, G. M. 2C Greenock
Titjen, M. G. .. rC London
Waugh, A I C N. Shields
Webb, F iC Liverpool
Wing, J iC Hull
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P. Alexander &■ Son, Chartered Patent
Agents, 306, High Holborn, London, W.C.
25,651 . Turbines. Relates to turbine installations wherein
each separate turbine is designed to run at its most economical
speed, the differently speeded turbines being suitably geared
to drive a common shaft, as described in Specification No.
12,706, A.D. 1906, and consists in improved systems of the
type suitable for marine propelling-plant. In certain cases,
some of the turbines are directly coupled to the shafts, and,
in other cases, some or all of the turbines transmit their power
through double reduction gearing. In a two-shaft installa-
35*
THE MARINE ENGINEER AND NAVAL ARCHITECT.
April, 1911.
tion, two sets of turbines A, B, C, Figs, i and 2, are used.
Each turbine is mounted on a separate shaft a, carrying a
pinion b, which engages a large wheel c mounted upon the
propeller shaft d. ."Vstern turbines D are incorporated in
the same casings as the low-pressure turbine C. In a modi-
lication, the high-pressure turbines A, Fig. 3, the intermediate-
pressure turbines B, and the astern turbmes D, drive through
reduction gearing, the low-pressure turbines C being mounted
directly upon the propeller shafts. In a further modification,
each of the two sets of turbines A, B. C, Fig. 7, drives a shaft
FIC.7.
.
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■v%
U
-^
^
h
k ^
-^
A, FT
Q^
^
^
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7l
9
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'
/
d through reduction gearing, while the cruising turbines E
are geared to the shafts of the turbines C, thus driving the
propeller shafts through a double reduction gearing. In a
further modification, suitable for low-speed vessels with a
single propeller, the whole of the turbines A, B, C, F, Fig. 11,
drive the shaft d through double reduction gearing. Other
modifications are described. Elements which are at times
out of action may be provided with suitable clutches or may
be made to run in the condenser vacuum.
25,899. Signalling Mechanism for Ships' Engines. An
apparatus for signalling " ahead " and " astern " positions
of marine-engine valve-gear, and for counting revolutions
made in either position, as described in Specification No.
25,747. .\.D. igog, is provided with means by which the
counters are actuated by parts having no mechanical con-
nection therewith. The registering-mechanism comprises two
counters 33, 34 and two glass signalling-tubes 27, 28. Each
tube has a plunger 32 of aluminium fitting loosely so as to
be able to rise with a slight air current, which is derived
from a pulsator operated by the engine, with connections
to the signalling-tu^cs controlled by the valve gear. Each
plunger 32 has an extension 30, which, when raised, is adapted
to strike a rubber button 37 on an arm 35 and to actuate
the counter through a link 44 and a lever 43. The lever 35
when in its raised position, strikes a rubber pad 4S to accelerate
the return movement of the parts. The tubes and plungers
Flc.^
are also provided with rubber washers to act as cushions.
Different-toned bells may be employed to give an audible
signal.
•% 26,346. Driving Gear for Screw Propellers.— Relates^to
the system of ship propulsion ^described m Specification
No. 19,871, A.D. 1909, in which the propeller is driven in a
forward direction by means of an electric motor 5 supplied
with current from a generator 17 driven by a relatively high-
speed turbine 10. According to the present invention, the
propeller is driven in the reverse direction by a relatively
FIC.I.
low-speed turbine 4 mounted directly on, or coupled-up to,
the propeller shaft through gearing. Both turbines exhaust
into the condenser 9. In a modification, the reversing-
turbine is connected up to the propeller shaft by a combined
coupling and speed-reducing device comprising a casing
filled with water and containing driving and driven elements.
26,661. Ships. Relates to hatchways of ships' refrigera-
ting holds or chambers, of the kind provided with a removable
grid or grids of piping adapted to be connected to the refrigera-
ting-pipes of the hold, etc. On the ends of the grid e are
lengths of piping ei adapted to sUde in cylinders h, which
are provided with stufiing-boxes on their ends. The pipes
ei are each provided with a valve h. and are adapted to be
removablv connected'' bv flanges to branch pipes mi com-
municating through valves m with the permanent piping /
of the hold. When the grid c is removed, the rcfrigerating-
fluid is short-circuited through a pipe 0, the valves m being
of a three-way type.'' The grid is secured to earner bars p
and rests upon the usual removable beams t-
May, 19 1 1.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
353
The Marine Engineer
And Naval Architect.
LONDON, MAY, 191 1.
RESULTS OF TRIALS OF ANTI-ROLLING TANKS
AT SEA.
AT the spring meetings of tlie Institution of
Naval Architects last month an interesting
paper on the results of trials of anti-rolling
tanks at sea by Herr H. Frahm, was read, detailing
the experiments carried out by this gentleman at the
shipbuilding yard of Messrs. Blohm & Voss, of
Hamburg, and on ships fitted with his device.
The author opens his paper with the historical
fact that the employment of free water in the hull
for damping rolling motion was not new, as the
old ironclad Inflexihle had a parallel-sided athwart-
ship chamber partly filled with water, and though the
trials of these tanks in the Mediterranean proved their
efficiency the trials were not repeated, owing to the
impossibility of mastering the water rushing freely from
side to side in the tank. Further the tank occupied
valuable space which could be far better otherwise
employed. The author's arrangement has been devised
on the theory of resonance, by which bodies that can
oscillate about a condition of equilibrium are made to
swing severely under comparatively small impulses as
soon as the period of oscillation of the impulse is
synchronous with the individual periods of the re-
spective bodies. It can be demonstrated that the
phases of oscillation of the body and of the impulse
are deferred by go^. .^ ship constitutes a body of this
kind, as she will oscillate under the impulse of the
waves and will roll in her individual number of
oscillations, even if the impulse be more or less
irregular. Large heeling amplitudes can only be
produced on a ship if she is struck by a series of
comparatively regular waves, and struck in the
measure of her individual number of oscillations.
Under such circumstances the influence of resonance
will be promptly felt, and there will be an increase of
the angle of heel from wave to wave. The author's
device has been based on this fact, as it uses a
secondary and artificial resonance in order to anni-
hilate the influence of primary resonance between
waves and ship. This effect is produced by means
of a U-shaped tank located athwartship, and ex-
tending from side to side, in which a water column
can oscillate with the same number of swings per
minute that are peculiar to the ship herself. The
tank consists of three parts, the vertical portions
at the two sides and the connecting portion ; the
water fills the latter completely and the former about
half-way up. The dimensioning of the tank deter-
mines the period of oscillation and must be carefully
calculated. As the phases of the impulse of waves
and ship are deferred by 90° the ship lays a quarter
of her full period behind the wave, or, in other words,
the ship arrives at the heeling climax a quarter of a
period later than the wave, in its advancing move-
ment, arrives at its maximum slope towards the ship.
The same law applies to the rolling of the ship, and
the oscillating movement of the tank-water produced
by the former, so that the tank-water will reach its
highest or lowest level in the vertical parts of the
tank a quarter of a period later than the greatest
heeling of the ship to one side or the other. The
result is that there is a total diff'erence of 180° between
the impulse of the waves and the oscillations of the
tank-water, and the effect of one is in the opposite
direction to the other and thus they neutralize one
another. As illustrating the practical result of the
theory, tanks have been fitted to two steamers of 14,000
tons loaded displacement, 447 ft. length and 55 ft. beam,
and some interesting effects were obtained with the
tanks in and out of action. Each ship has two sets
of tanks, one fore and one aft, placed at the mast
positions between the existing loading hatches on the
uppermost deck, and each set consists of two tanks,
9 ft. high, 10 ft. athwartship breadth, and a length
of 25 ft., the two tanks being connected by a con-
necting portion, i ft. 5 in. high, carried over the deck.
Air connections provided with valves are arranged for
throttling or entirely cutting ofiT the connection, which
will regulate or stop the motion of the tank-water.
The total weight of water in each tank is 94 tons, and
the turning movement exerted by all the tanks in full
action is 2,790 ft. tons. In the trials on one occasion
a heeling angle of 11° on both sides with an un-
damped ship was reduced to from 2° to 2|°, and on
another occasion an estimated heeling angle of 25° was
reduced to an average heeling angle of from 4° to 5°.
It will be conceded the results are very promising,
particularly in view of the markedly favourable effect
on the health of the passengers reported, and of the fact
that these ships, which had previously been unsteady
and much given to rolling, had become, through the
addition of the tanks, quiet, comfortable vessels. We
congratulate Herr Frahm on his able treatment of a
subject that has laid dormant since the Inflexible
experiment, and on the result which his thorough
investigation of the subject has enabled him to carry
out with predetermined accuracy.
THE PROBLEM OF SIZE OF BATTLESHIPS.
THE interesting subject of the size of battleships
was dealt with at the same session in a paper
contributed by Professor J. J. Welch, a past
member of the Admiralty staff. The aim of the
paper was not so much to deal with the arguments
for or against increase of size, but to set out the
factors which must be dealt with before a decision
can be made. A further point of interest dealt with
354
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
was the extent, increase of size renders possible the
carrying out of a larger big-gun installation whilst
retaining unchanged the other characteristics of the
vessel. The necessity for good broadside fire has
been emphasised by tacticians in recent years, and
the increase in the ratio of weight of broadside fire to
displacement, as shown in recent ships, depends on
the increased number of guns installed, the increase
of calibre and the method of central mounting
enabling all weapons to be used on either broadside.
A further point to remember is that guns can now
be fired more rapidly, so that weight of broadside fire
does not completely form a correct comparative
feature as regards earlier vessels. An extremely
interesting table accompanies the paper, showing that
British battleships have increased 60 per cent, in dis-
placement and 35 per cent, in length ; the speed has
been increased by over two knots, whilst the weight of
metal discharged per broadside has risen from
4,ooolbs. to i2,ooolbs., an increase of over 200 per
cent. In the U.S. Navy the displacement has more
than doubled within the last ten years, the speed has
been increased 3 knots, and the weight of metal
thrown has increased 225 per cent. During the same
period the German Navy has doubled the displace-
ment of the battleship and the weight of metal thrown
has increased 260 per cent. The author gives as
reasons for and order of this development as follows :
— As a result of the increasing radius of action of the
torpedo and of the great increase in accuracy of gun-
fire, due to improved training of gunners and
increased efficiency of apparatus, it was realized that
future naval battles would be fought at much greater
ranges than obtained in the past, and that under such
circumstances the projectiles from smaller guns than
12-inch would be relatively inefficient against armour.
To make up in the newer vessels for the lighter gun
hitherto carried more 12-inch guns were installed than
the usual four. This involved increase of size, par-
ticularly as to length and additional beam, to give
requisite stability for increased top weight. The
increase of length was favourable to an advance in
speed without undue increase of machinery weight,
which feature has been materially assisted by the
introduction of the steam turbine. The question of
size must naturally be settled in relation to the
advance of invention and manufacture, as more can
be got out of a given weight of material to-day, either
in guns, armour, machinery or in the provision of
structural strength, than was formerly possible ;
hence these factors tend to decrease the size of the
ship for stated acquirements or permit distinct
advances in speed, protection and other features
with much more moderate increase of dimension than
hitherto possible. A controlling factor as to size is of
course available dock accommodation and also
dock alterations are expensive work. It is thought
that the cost will not stand in the way permanently
as a bar to maintaining our existing size as the
largest possible. The author deals with an important
practical point as to the number of vessels requisite to
adequately perform the duties of the Navy, in
home waters and abroad, in peace and war. A
nation's resources are not inexhaustible, and some
limitation must be put on cost, and hence on the size
and powers, of individual ships ; and while Parlia-
ment will doubtless vote the necessary money as
deemed desirable by responsible authorities it is
incumbent to get the maximum return for a given
expenditure. The author has examined closely the
question of the effect of increase of size of vessel on
the number of guns which can be installed whilst
retaining unaltered the type of gun, speed of ship,
thickness of armour, and other factors, and has taken
the particulars of a number of Japanese battleships
built some years ago. The deductions made by the
author are of a most interesting character, but the
matter is too lengthy to be dealt with in these notes.
The question of size of target from the aspect of
attack from above owing to the advance made in
dirigibles and aeroplanes of late years is the con-
cluding point in the paper. The suggestion is made
as to an attack being made from a height of one mile,
and thus out of range of high-angle fire. If a hollow
bomb carrying loolbs. of explosive takes twenty
seconds to reach water level it would have a striking
velocity approaching 500ft. per second, while an
under-water torpedo would take eighty seconds to do
the same distance. In twenty seconds a ship proceed-
ing at sixteen knots would move some 540ft., and the
probability of such a vessel being struck from above
would be reduced if at the moment of discharge of the
bomb the helm were put hard over, although the time
would not be sufficient for the vessel to sweep clear of
her previous track before the missile reached water
level, but the exposed area of deck in such track
would be much reduced. This deals with the point of
only one missile being dropped at a time, but as it is
proposed to drop a number it must be recognised that
this form of attack becomes a serious menace. The
main conclusions of the author are rather shown by
inference than direct statement, but the effect on one's
mind isi that Professor Welch is in favour of the all-
big-gun ship of the present.
Iron and Steel Institute. — The annual meeting of the
Institute will be held, by kind permission, at the Institution
of Civil Engineers, Great George Street, Westminster, on
Thursday and Friday, the nth and i^th of May, 191 1,
commencing each day at 10.30 o'clock a.m. On May nth
the Bessemer Gold Medal for 191 1 will be presented to Pro-
fessor Henry Le Chatelier. The Andrew Carnegie Gold Medal
for 1 9 10 will be presented to Mr. Felix Robin (Paris), and the
annual dinner will be held in the Connaught Rooms, Great
Queen Street, W.C. A number of papers will be read and
discussed during the meetings. The autumn meeting this
year will, by the kind invitation of the Associazione fra gli
industriali Metallurgici Italiani, be held at Turin, and will
commence on October 2nd, and, with the subsequent tour
organized in connection therewith, will occupy about fifteen
days.
May, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
355
THE INSTITUTION OF NAVAL
ARCHITECTS.
THE Spring Meetings of the 52nd session of the Institu-
tion of Naval Architects were opened on the 5th of
April, in the hall of the Royal Society of Arts in John
Street, Adelphi. Sir William White presided over a
very large attendance of members and visitors. The pro-
ceedings were opened by the president calling upon the
secretary, Mr. R. W. Dana, to present the annual report.
Annual Report of the Council.
The council record their deep sense of the loss sustained
by the death of the late president, Earl Cawdor. No one
could have brought to the office higher qualifications for
the task, or given proof of greater aptitude in the manage-
ment of affairs. The admirable and sympathetic manner
in which he had, during the brief time allotted to him,
discharged the duties of president marked Lord Cawdor
as one who, had he been spared, would have exercised a
far-reaching influence upon the future of the Institution.
His Majesty the King, following the example of his
august father, has been graciously pleased to become
patron of the Institution, and to extend his patronage to
the forthcoming jubilee celebrations.
The grant of a Royal charter of incorporation has
received the Royal assent, and the Institution has now
entered, as a corporate body, upon a new phase of its
existence.
Owing to the lamented death of our late beloved Sover-
eign, King Edward VII., it was resolved to postpone until
this year the celebration of the jubilee of the Institution.
It is intended to mark the occasion by holding an Inter-
national Congress in Naval Architecture and Marine
Engineering in London on July 4 and the following days.
It is a source of great satisfaction to the Council to
announce that H.R.H. the Duke of Connaught has
graciously consented to accept the honorary presidency of
the International Congress, and to open the proceedings.
Invitations have beer sent to the Ministries of Marine
Affairs of foreign Powers, and to the allied Institutions
abroad, and it is hoped that the success of the meetings
mav not suffer through their unavoidable postponement.
The past vear has witnessed a very satisfactory addition
to the membership list, the number 161 of those elected
at the spring meetings of iqio being the highest yet
recorded. The losses through death and resignation 72
have reduced the net gain in membership to 89. The
membership of all classes totalled rt)S4 as against rSgs,
1842 and 1796 respectively in the three preceding years.
Among the candidates now coming up tor election the
Council are pleased to note the names of naval architects
occupying important positions both at home and abroad,
and a number of distinguished naval officers and prominent
shinowners are also joining the Institution as associates.
The losses through death during the past year include
among others. Earl Spencer, K.G., Hon. Vice-president :
the Duke of Palmella (Portugal), Hon. Member ; Vice-
Admiral Sir Charles Campbell, .^s.sociate : Mr. James
Riley, Associate Member of Council ; and Engineer-
Caotain Philip Marrack.
Admiral of the Fleet. Sir Gerard Noel, K.C.M.G., etc.,
has been elected an Hon. Vice-Pres. of the Institution.
The resignation of Sir .\lexander Kennedy, F.R.S., etc.,
from the Council has been received with much regret.
The Council report the completion of the National
Experimental Tank, and place on record once more their
sense of obligation to Mr. A. F. Yarrow for his munificence
in endowing the country with this valuable aid to the solu-
tion of problems in propulsion and resistance. The thanks
of the Council are also tended to the subscribers whose
liberality has created a guarantee fund which will provide
for a considerable part of the annual cost of working and
maintaining the tank ; but further subscriptions are
desired.
The Elgar scholarship in naval architecture, offered for
comoetition last year, has been awarded to Mr. F. C.
Cocks, of Chatham Dockyard, who is following the course
of study at the Armstrong College, Newcastle-on-Tyne.
The award of the annual premium has been made to Mr.
T. B. Abell, R.C.N.C, for his paper on "Model Screw
Propeller Experiments," read at the Spring Meetings of
1910.
It was announced that the Marquis of Bristol had been
appointed to the presidency, rendered vacant by the death
of Earl Cawdor, and the other elections to the list of
officers included Admiral Sir Gerard Noel as Hon. Vice-
Pres. ; Members of Council, Mr. S. H. Barnaby, Mr. T.
Bell, Mr. R. J. Butler, Mr. H. E. Deadman, Mr. J. J.
Dunlop, Mr. Wm. Fife, Mr. John Gravell, Mr. J. Foster
King, and Mr. C. C. Scott. Associate Members of
Council— Admiral G. C. P. Fitzgerald, Vice-Admiral Sir
J. R. Jellicoe, and Admiral Sir A. K. Wilson.
Presidential Address.
Sir Wm. White, in a short address, announced that the
Council had unanimously recommended that the Marquis
of Bristol should be elected President of the Institution, to
fill the vacancy caused by the lamented death of Earl
Cawdor. Lord Bristol had been communicated with, and
had expressed his willingness to take office. The late
F.-irl Cawdor was the first president of the Institution who
had died in harness. It was a remarkable fact that the
In.stitution had had but six presidents in the 50 years of
its existence. Lord Hampton, the first president, held
the office for more than 30 years, and was followed bv
Lord Ravensworth. Afterwards came Lord Brassey and
the Marquis of Linlithgow, followed by the Earl of
Glasgow. On behalf of the Council he desired to tender
to Lord Brassev and Lord Glasgow their sincere thanks
for the help they had rendered in the troubles arising
through the death of Earl Cawdor. The Council had the
greatest satisfaction in nominating for the presidency a
nobleman who would certainlv prove a worthy successor.
The Marquis of Bristol had had a brilliant career as a
naval officer, and was still on the active list. In the
House of Commons and elsewhere he had given many
proofs of ability and fairness in the discussion of naval
subjects. He "was an admirable representative of one of
the most important sections of the Institution's member
ship, namely, of the naval officers whose names appeared
on the list as associates. The Council felt that their
choice had been a wise one, and that the Institution would
be greatly benefited by the services which Lord Bristol
would render. In recent years the marked developments
in auxiliary machinerv on board ship had given eround
for the consideration whether a still more liberal interpre-
tation might not be given to the phrase marine engineer.
That was a subject to" which the Council were giving close
attention, and recommendations would be placed before the
Institution in due course if any were found desirable.
So far as membership were concerned, there was room for
considerable increase in the associate class ; thev did not
draw sufficiently from that very considerable body of men,
vis. : those interested in shipping and marine eneineering.
The programme of papers to be read showed that there
was no falling off in the variety or interest of the subjects
for discussion.
The Chairman referring to the paper on the present
position of the National Experimental Tank, reminded
the meeting that only .^r,500 out of the ;^2,ooo maintenance
fund had vet been' subscribed, and he hoped that the
balance would soon be found.
After the presentation of the Institution Premium to Mr.
T. B. .\bell. the papers were taken. The first paper on
the agenda was " The problem of size in battleships," by
Prof. 'J. T- Welch, which forms the subject of Editorial
comment in this issue. The paper on the eeared turbines
of the "Vespasian" we print in ex/enso. The second day
opened with Mr. J. T. Milton's paper on "Diesel engines
for sea-going vessels," the first portion of which will be
found elsewhere in this journal. Other papersread on this
date were " The influence of longitudinal distribution of
weight on the bending moments of ships among waves," by
Mr. F. H. Alexander ; "Considerations affecting local
strength calculations of ships," bv Mr. T. Montgomerie.
In the evening : — "The acceleration in front of a pro-
peller," by Dr. Froude : and " An investigation into the
stresses in" a screw propeller," by Eng. -Lieut. A. Turner.
On the third and last day. Dr. H. Frahm's paper on
"Results of trials of the anti-rolling tanks at sea," was
taken, which we deal with elsewhere. The other papers
were : "Steering gear experiments on the turbine yacht
356
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
Albion," by Messrs. Hele-Shaw and F. Leigh Martineau;
" Description of a stability and trim calculator," by Mr.
Ralston ; " General propositions and diagrams relating to
the balancing of the four-cylinder marine engine," by Mr.
C. E. Inglis : " The determination by photo-elastic methods
o£ the distribution of stress in ships' plating," by Prof.
E. G. Coker ; and "Some notes on a new design of mer-
chant vessel," by Mr. Ballard. We hope to deal with
some of these papers in a future issue of The Marine
Engineer and Naval Architect.
JUBILEE MEETINQS, 191 1-
The preliminary programme arranged for the International
Congress in Naval Architecture and Marine Engineering is
as follows : — On July 3rd, in the evening, a reception will be
held at the Royal United Service Institution. H.R.H. the
Duke of Connaught will formally open the Congress on the
4th at 11.30 a.m. in the Connaught Rooms, Great Queen
Street, near Kingsway. This will be followed by an official
visit to the Coronation Exhibition in the afternoon, and
the Right Hon. Lord Brassey. G.C.B., Past Pres. of the
Institution, will give a reception in the evening. Visits will
be paid to the Empire Festival at the Crystal Palace, on the
5th, the National Physical Laboratory on the 6th, and a
trip down the Thames will be taken on the ytli to visit the
docks and shipping of the Port of London. The banquet
to the delegates and representatives will be given at the
Connaught Rooms on the evening of the 6th July. Papers
will be read and discussed in the halls of the Institution of
Civil Engineers and Institution of Mechanical Engineers on
Julv 5th, 6th and 7th, and will include papers contrib^ited
by Admiral Sir Cvprian Bridge, G.C.B., Sir .Andrew Noble,
K.C.B.. Sir William H. W^hite. K.C.B.. Sir Philip Watts,
K.C.B., Hon. C. A. Parsons, C.B., Mr. S. W. Barnabv. Mr.
S. J. P. Thearle, D.Sc, Mr. C. E. Ellis, Colonel G. Russo
(Italy), Admiral Kondo, I.J.N. , Mr. Uchida, Count Shiba,
Prof. Terano (Japan), Dr. O. Schlick, Prof. Flamm (Germany),
Prof. A. Rateau (France) and Mr. J. Johnson (Sweden).
THE PROTECTION OF PROPELLER
SHAFTS.
THE corrosion which occurs in unprotected pro-
peller shafts in the stern tube between the brass
bearing liners, shortens the life of the shaft
considerably, and brings it to the scrap heap before
its legitimate term of life, a term which might other-
wise be almost coincident with the life of the ship itself.
Even with reduction of margin due to corrosion we
have seen shafts, after running steadily for eight to nine
years, still equal to their work. In many cases the
margin given by the engine builders is about 5 %
to 10 % over the Board of Trade rule, to allow for
depreciation, and in such cases the owner has the
advantage with the higher margin, due to a reduction
in the average running costs over a number of years.
We have noted steamers which have had spare pro-
peller shafts fitted after six years' service, and not a few
which have suffered loss by breakage at sea.
Many arguments have been advanced to trace and
fix the cause of the corrosion which is always more
or less active on the unprotected shaft between the
liners; some have been based on galvanic or magnetic,
others on electrolytic action (especially in the cases of
single-wired ships). Obviously, without much argu-
ment, unprotected iron or steel exposed to the influence
of sea-water will corrode, and in the case of a revolv-
ing shaft with intervals of rest, the corrosive action
will be aggravated. It may be remarked that
phenomenal cases have been observed where the
magnetic influence on the face of a shaft coupling,
after being disconnected, has been considerable, and
an arrangement was made and tested some twenty years
ago to counteract this influence as detrimental to the
life of the shaft. The practice, now frequently carried
out, of lining the shaft with brass throughout the
stern tube to the propeller boss outside, and to well
beyond the gland inside the tunnel, is one which
affords protection to the shaft and has been found
efficient and effective on the whole, although instances
have occurred to show that it is desirable to know
what is going on underneath the lining and to see the
shaft itself at stated periods, especially where the
liner is not in one continuous length ; the places
requiring careful testing being at the junctions of the
different diameters or of the liners. Seldom is it that,
due to the porosity of the brass or the brazing, the
water finds its way in between the shaft and the liner,
involving cutting away the latter to expose the shaft
for inspection ; still, cases have occurred. The rubber
sleeve in lieu of the brass has been tried and found
favour in a few steamers, as being less costly and
lending itself more readily to removal for inspection
of the shaft and readjustment. The method of pre-
serving the shaft by running it in a bath of oil has
been in use for many years in a good number of
steamers in one form or another, and has been
advocated for more extended service by those who
have had good experience of it.
A common plan — perhaps by reason of its handi-
ness — of preserving the exposed part of a shaft is by
means of marlin or wire lapped round it, then coated
with bitumastic solution. This has its objections, as
in the event of the lapping being nipped in replacing
or becoming loose, the re-drawing of the shaft would
be attended with considerable difficulty. -Another
arrangement, recently tried and adopted for old as
well as new shafts, has been brought to our notice.
It is in effect similar to the last-mentioned, but a con-
siderable improvement upon it, having the advantage
of ready application and removal, while forming an
efficient protection, with \'ery little risk of becoming
impaired or loose. It is a specially-prepared tape upon
a thoroughly elastic adhesive solution, which is non-
corrosive, water and acid-proof. One ply of tape is firmly
wrapped on the shaft, on this a coat of solution is
placed and another lapping is wound, and when com-
pleted the surface is uniform, smooth and quite
water-tight. When necessary to expose the shaft for
official inspection the covering can be readily removed
and as readily replaced (where disturbed) with the
shaft in the tunnel. The process is less costly than
that of covering the shaft with brass, it appears to
be effective and its adaptability gives it a certain
advantage. We note that there are firms at the chief
seaports who undertake the covering of shafts, acting
under the direction of the manufacturers. The shafts
of the following named steamers, among others, have
been covered :—rA<i Peregrine, Kingfisher, Atlantian,
Kelvimide, Flawyl, Kaiser Wilhelm der Grosse, Hildebrandt,
Great Southern, etc. This shaft covering is being
manufactured and introduced by The Continental
Tyre and Rubber Co. (Great Britain) Ltd., of
Thurloe Place, South Kensington, London, S.W., and
Willesden, N.W.
May. 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
357
THE "COMET" TELESCOPIC MAST
AND HOIST.
MANY efforts have been made in the past to
devise a portable apparatus which can be
expanded to a considerable height and when
so expanded ha\e a fair amount of stiffness and
resistance to bendin^; moments. The uses to which
such devices can be put are almost too numerous to
mention, but there are many directions in which they
can be applied in shipyards and repairing docks.
We have pleasure in illustrating and describing what
appears to us an eminently practicable apparatus, the
merits of which when appreciated should serve to win
an extensive use. In the adjoining illustrations Fig.
I represents a mast in its collapsed condition. We
r
<
€
y
1
^
i
•
^ 1 ' "
r*%
1
- K^
Fig. I.
understand that the mast has been approved by a
number of foreign governments for Wireless Tele-
graphy, Searchlight and Observation work, and there
seems little doubt that it may be successfully adapted
for use in a number of appliances on board ship. The
application of the principle is by no means confined to
masts of light construction, and there is no reason why
fighting masts on this principle should not be employed
instead of the stationary mast. The utility of a mast
which raised or lowered from the deck, would permit
firing instructions, signalling, wireless telegraphy, etc.,
to be carried on as and when required is a matter well
worthy of consideration. Masts carrying searchlights
could be raised or lowered to a position of safety during
action, and the principle has already been applied with
success to signalling masts for naval purposes, as well
as for wireless masts for submarines. The mast is used
in building and constructional work as a substitute for
scaffolding, consequently there is no reason why it should
not serve a similar purpose in the ship-building yard.
The device consists of a series of welded steel tubes of
Fig 3
gradually decreasing diameter and thickness which are
adapted to slide telescopically within one another.
Each of the tubular sections has affixed to it three
358
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
collars, one at the top and two at the bottom end.
The top and bottom collars serve to strengthen the
end of the tube, while the intermediate collar acts as a
stop in conjunction with the top collar of the im-
mediately preceding section to avoid the sections being
drawn out of one another.
The hoisting mechanism is illustrated in Figs.
2 and 3 and consists of a drum rotatably mounted
in the pedestal of the mast and is chain-driven
from a crank handle. Round the drum a per-
forated untempered steel band is coiled, the end of
which on leaving the drum passes up between two
rollers, one of which is provided with teeth to fit the
perforations of the band. It will be seen from Fig. 3
that the rollers and drum are driven simultaneously by
means of the handle. The band is of various widths
along its length and follows the internal diameter of
the tubes in which it is placed, so that it has a stepped
formation as shown in Fig. 2. Within each section
the band is a sliding fit and occupies the full diameter
of the circular tube or the diagonal of a square sectioned
tube so that the band thus restrained by the walls of
the tube acts as a rigid member to thrust or push its
load upwards. When the handle is turned the band
is both paid out from the drum and forced to ascend
within the tubes, carrying with it section after section
as each section becomes fully extended, the abutting
collars on the section causing the following movement
of one section after the other. It is necessary, however,
that as each section becomes e.vtended telescopically
it should be locked to the adjoining section and further
that the sectionsshall only rise in their proper order and
descend in their reverse order. By reference to Fig. 2 it
will be seen when all the sections are down holes drilled
in the side of the sections register with one another
enabling a retaining bolt a to pass through the holes.
The bolt a is attached to a crosshead b, which is spring
pressed inwardly and carries at its lower side a tripping
bar c, having a bevelled end so as to engage with the
shoulders of the steel band. Just before the complete
extension of any section the shoulder on the suc-
ceeding portion of the band pushes the bar out a certain
distance and thus frees the next section of the mast.
The locking device is fixed to the top of the tube, which
is provided with a vertical saw cut and in conjunction
with this cut each top collar acts as a clamp, so that
when the closing of the saw cut takes place the play
between the sections is taken up and the whole mast
becomes rigid. The operation of these clamps is quite
automatic, both on extension and on collapsing, and is
effected by means of a forked lever fitted to each section
for operating its particular clamp. The fork of the
lever engages with a fixed bracket, which turns the
lever about its axis. When the clamp is open the
lever is pointing upwards and when closed downwards,
and as soon as one section is completely raised and the
next is about to rise the forked lever engages a pin on
the fixed bracket, so that the section in its movement
turns the lever downwards and locks the section in
position. It is obvious that on the reverse motion the
reverse action takes place.
As illustrating what a device of this character
is capable of, in Fig. 4, the mast is shown
in its extended condition with a platform at the
head carrying three men. .A.s example we may
quote figures which have been furnished to us
relative to a round mast which, when extended, is
84 feet in height ; this when closed, is ii^ feet long, of
which li feet are occupied by the hoisting mechanism.
The approximate weight is 307 pounds, so that it can
be easily handled by two men. It is composed of
10 sections, the greatest diameter being 4^ inches and
the smallest diaineter i J inches, and is capable of bear-
ing a vertical load of 265 pounds, and can be extended
to the full height in 30 seconds. The device is being
placed on the market by the Comet Telescopic Mast
Co., of 20, Bucklersbury, London, E.C.
The G M B.\lance or Stability Indicator.— It is of
interest to note that a G.M. Balance or Stability Indicator
has been designed for the s.s. Indrabarah, and recently
delivered to the order of Messrs. Swan, Hunter & Wigham
Richardson. Ltd.
May, 191 1.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
361
Speed in knots
Revolutions per minute
Boiler pressure, lbs.
H.P. Turbine, initial
pressure . .
Vacuum (in inches)
Barometer . .
Water consumption, main
engines, lbs. per hour
Shaft Horse-Power
Water consumption, lbs
per S.H.P. hour ^
D
ML
ajn
1.
N? I PROPELLER 140 DIA. 16 35 PITCH EXP AREA 70 SQ FT.
1
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12000
10000
8000
6000
rz;
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PER HOUR
6
5
7
0
7
5
REVOLUTIONS PER MINUTE (PROPELLER)
D lagra-m. 2 .
N?r PROPELLER 14.0 DIA l6'35 PITCH, EXP AREA 70 SQ FT
M?2 • 14.0 DIA 14. 14 PITCH • • 72 - -
r — ' — ^
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sooo
WATER
LBS
PER HOUR
9 5 too
SPEED KNOTS PEP MOUR
■ The water consumption for the several rates of speed
have been plotted on Diagram 2, shown in full lines for the
new propeller and in dotted lines for the original propeller.
Diagram 3 shows the revolutions obtained at the several
rates of speed for each propeller, and Diagram 4 the shaft
horse-power in terms of water consumption per hour. The
full lines in each case are for the new propeller and the dotted
lines for the original propeller.
It will be noted that at the speed of 9-3 knots, which is
about the average service speed of the vessel, the water
consumption per hour has been further reduced with the
new propeller by about seven per cent., four per cent, being
attributable to the increased efficiency of the turbines runnmg
at the higher revolutions, and the remaining three per cent,
due to a slightly more efficient propeller.
In regard to the question of economy generally, as men-
tioned in the replv to the discussion on last year's paper,
we do not profess that the results obtained with the Vespasian
are the highest obtainable with geared turbines. In a new
vessel, and with new boilers, say, of about 180 lbs. pressure,
a consumption of about 12^ to 13 lbs. per shaft horse-power
Dia^rajit 3 .
PROPELLER
.0 DIA
.O' OIA
16 35 PITCH EXP AREA 70 SQ PT
14 (4 PITCH " - 72 - -
80
ns^
f=*-"
'=^-
t — Z"
TtW
70
,i\T J"-^
c
60
50
0
<1
s
l(
0
IC
5
N° I PROPELLER I4'.0'0IA 16 3S PITCH EXP AREA 70 SQ PT
M»2 « 14 o' OIA 14 14 PITCH • o 72 - ■•
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- 400
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WATER L6
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UR
■■■■■■■■■■
1M0
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151
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200
- SHAFT
- HORSE
: P0W6.R
0
of the mam engines, as compared with i6 lbs. at the service
speed of the Vespasian, could confidently be expected m
an installation of, say, i,ooo H.P., which would be equivalent
to II 4 to 12 lbs. per indicated horse-power of reciprocating
engines, assuming a ratio of shaft horse-power to indicated
horse-power of 91 to 92 per cent.
In conclusion, it may be mentioned that the introduction
of gearing into war vessels presents great advantages, since
Its adoption would result in increased economy, more especially
at cruising speeds.
In a large war vessel, say, having four shafts, the gearing
of the highest pressure portion of the turbine to the low-
pressure shafts in lieu of direct-coupled cruising turbines,
effects a saving in consumption of fully 25 per cent., at a
cruising speed equal to one-tenth of the full power, and 30 per
cent, at one-fifteenth of the full power, giving corresponding
increases in the cruising radius with the same quantity of coal.
362
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
ELECTRO-HYDRAULIC STEERING GEAR, j NEW GRAVING DOCK AT BELFAST.
Messrs. John Hastie & Co., Kilblain Engine Works,
Greenock, who are to fit steam steering gear in the
large Orient liner Oraina, at present on the stocks of
Messrs. John Brown & Co., Ltd., Clydebank, will also
supply to that vessel an auxiliary or alternative steer-
ing gear of a type as yet quite new to ships of the
mercantile or naval marine, but which — in a more or
less experimental form — has for over a year past been
in use on board the Albion, one of the largest British
steam yachts, 240 ft. long, B.P., 37 ft. beam, 16 ft.
6 in. draught, and 1,700 tons displacement. This is
the Hele-Shaw-Martineau patent electric-hydraulic
gear, the invention of Dr. H. S. Hele-Shaw, F.R.S.,
and Mr. F. Leigh Martineau, who, in a paper read
before the Institution of Naval Architects, gave the
working results of the gear fitted on the Albion.
Built in 1905 by Messrs. Swan, Hunter & Wigham
Richardson, Wallsend, the Albion was fitted with
electric steering gear, but in igo8 this was replaced
by steam steering gear of Messrs. Hastie & Co.'s
make. Early last year the Greenock firm fitted to
the Albion the auxiliary or alternative electric-hydraulic
gear under notice. It has practically been in operation
ever since its installation ; and the two systems of
gear being worked from the bridge through the same
steering wheel and telemotor — either being used as
desired — a decided preference has been shown by the
captain and quartermasters for the new gear. Briefly
stated, the electric-hydraulic gear consists of two
hydraulic rams working in cylinders on each side of the
rudder-stock actuating the usual cross head. The rams
are actuated by oil supplied under pressure from a
rotary variable stroke pump driven by an electric
motor alongside, the pump referred to being a very
essential part of the arrangement; as it solves the
difSculty hitherto met with in employing electricity
for steering gears. It is of high efficiency for a large
range of pressures, can work at high speed, and can
thus be coupled direct to the electric motor. The
pump is controlled by rod and lever connection, both
to rudder-stock and to the receiver of the telemotor,
which is actuated from the navigating bridge. If the
rudder-head is overstressed in any way, means are
provided, by transferring oil from one cylinder to the
other, to make the rudderhead yield to the shock, the
pumps being automatically set in operation, and the
rudder restored to position. The new steering gear
can he installed as an alternative, without in any way
interfering with the efSciency of the ordinary gear ;
and it is understood the new gear on the Orient liner
will at first be chiefly used as a substitute for the
ordinary gear, where navigation is not difficult, such
as on long ocean runs. The makers and patentees
are understood to have guaranteed that, used in this
way, a very substantial reduction of coal consumption
will take place on a voyage to and from the Antipodes.
Messrs. Hastie & Co. have on hand, besides this gear
for the Orient liner, orders for two additional gears
for the Austrian- Lloyd steamers, Wein and Helouan,
being built on the Continent, as well as for several
other large vessels.
THE new graving dock, which is the largest of its
kind in the world, was informally opened on the
ist April, and it was singularly appropriate that
the first vessel to enter it should be the largest in the
world, the White Star Liner Olympic. The new dock
is 887 feet long, with a width at entrance of 96 feet,
and 35-3 feet depth of water on the sill at high water,
ordinary spring tides. It can be filled in 60 minutes
and pumped dry in 100 minutes, the quantity of
water dealt with being about 23,000,000 gallons.
Notwithstanding its size, after seeing the Olympic in
the new dock, one is forced to the conclusion that it
is not a bit too big, in fact, that it is not large enough,
and this is significant of the ever-increasing size of
the Atlantic liners. It may be said that the Olympic
completely fills the dock, and that no vessel appreci-
ably bigger could enter it, and already there are larger
vessels than the big White Star boats building. Lord
Pirrie, speaking at the luncheon after the docking of
the liner, said that before long the requirements of
shipbuilders would necessitate the provision of even
larger docks. The cost of the new dock, including
collaterals, such as pumping machinery, hydraulic
plant, etc., amounts to ;^3 16,325. It has been con-
structed under the supervision of Mr. W. Redfern
Kelly, M.I.C.E., and the contractors were Messrs.
Walter Scott & Middleton, of London. The dock
will not be formally opened until June.
GAS'COAL AND OIL-ENGINED VESSELS.
Refrigerating Apparatus for Marine Transport. —
This scries of articles will be continued in our June issue.
THE announcements made during April have included
orders for large Diesel engines to be fitted in vessels
of considerable tonnage. The Anglo-Saxon Co. having,
it is said, decided to build another vessel of 4,000 tons dis-
placement with Diesel engines of about 1,000 horse-power,
it may be granted that the results of their first vessel, the
I'lifcnuKS— whose visit to the Thames has been looked for
expectantly— have been accepted as satisfactory, and the
9,000-ton vessel reported as ordered by aBelgian Company to be
fitted with twin-screws driven by Diesel engines, each of
about 1,000 horse-power, shows a further advance of con-
fidence in this tvpe of driving power. The engines are to
be constructed by the Amsterdam firm, four-cycle with six
cranks, designed "for about 140 to 150 revolutions.
There are other vessels also on the eve of being budt or
being fitted with oil engines, one for the carriage of oil of
5,000 or 6,000 tons to be fitted with Diesel engines, others
of the auxiliary power class for which the gas engine is
specially suited, and the saiUng ships, whose days seemed
to be numbered, may now have a new lease of Ufe. and on
the Continent we have recently seen indications of a move-
ment being made to adopt this class of motive power as an
auxiliary to sails for sea-going vessels of large tonnage.
There are also enquiries and orders being placed for barges
to be driven by oil engines, both for canal and river traffic.
The order from Messrs. Cadbury for two steel barges of
about 70 ft. long given through Messrs. Pollock & Son, Ltd.,
is one of those noted to be fitted with the Bolmder's reversible
oil engine.
The report of Captain McEwan to the Fishery Board of
Scotland, based upon the Exhibition held at Yarmouth
last autumn, is very interesting, dealing as it does with the
various styles of oil engines and boats which were on view
and under test, and we commend a perusal of the report
to those who are considering the subject of fishing-boats
and craft for coastal or river service. The parafiin engines
of 45 to 60B.H.P.. appro.ximately fitted complete and costing
from £540 to £590, are stated to have a running cost for
100 hoursof from abontiii 5s. t0;^i2 ids. 6d., or from •487d.
to -ed. per B.H.P. per hour, assuming the price of parafiin
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
363
to be 6d. per gallon ; while the crude oil engines of 40 to
80 B.H.P., fitted complete, costing from /500 to ;£68o, have
a running cost of about ^3 os. 5d. to /8 is. 8d. per 100 hours,
or from •I75d. to ■25d. per B.H.P. per hour, with crude oil
at ^^d. per gallon and paraffin at 6d. A comparison is made
in the running cost of steam with coal at 20/- per ton, crude
oil and paraffin, which comes out on an average respectively
at -and.. •202d. and •54d. per B.H.P. per hour. This shows
only a sUght advantage over steam in favour of the crude
oil engine, indeed, experimental research recently has seemed
to place steam, when used in its most economical way, in a
position ahead of gas for economy. To these averages,
however, the other costs of steam boiler, attendants and
depreciation have to be added, with bunker space and weight
of coal as a consideration against steam power, thus leaving
the balance more in favour of the oil. The word of warning
we gave last month as to the class of attendant is taken up
by Captain McEwan, who points out in his report that the
tendency is to leave the machinery to its fate when all hands
are called to close duty in connection with deck or cargo
work, with corresponding detriment to the engine and its
connections. Like every class of machinery, all the care
and attention, with experience of the details, bestowed upon
it on the part of the man in charge pays in the interests of
the mechanism entrusted to him. An object lesson is cited
m respect to this in the case of the motor-drifter William
Beardmotc. which did well during its early months of running
while in charge of a competent and e.xperienced man from
the builders, but subsequently came to grief when entrusted
to the care of a member of the crew. For coastal work and
fishing-boats the gas engine has advantages over steam,
yet there are disadvantages in that the cargo and deck work
have to be provided for by steam, compressed air or other
means. The races which were held at Monaco did not result
in good awards to British boats, as these were carried off
by others, chiefly owing to the mishaps which overtook
the fastest boats ; thus the Maple Leaf, whose propeller
failed at a critical time, Miranda and Vtsxila, who also came
to grief, would probably have turned the scores in their
favour against their competitors had all gone well with them.
In their trials at the races these boats gave a speed at the
rate of 45 to 50 miles per hour.
It would be interesting to know and study the data from
the 400 B.H.P. Diesel engine which was fitted in the Ladv
Evelvn, now being refitted, the oil engine being replaced
by the steam engine at Southampton. The economy over
steam appears to have been considerable, but defects
developed under marine service, which will be corrected
from the experience gained ; and probably another vessel
will be built to be fitted with twin-screw oil engines improved
upon from the experience gained. Water-jacketing and valve
gear troubles tend to develop under sea-going conditions
which, in land practice, would not occur, and marine engine
builders, from their experience, should be in a position to
guard against and make their designs accordingly, and it
is attention to the small details founded upon experience
which make or mar the whole. The yacht Phantome
is well advanced in her fitting out at Gosport, and the oil
engines which are being installed it is hoped will prove
both efficient and rehable. The trials will be interesting
and profitable to those who are looking forward expectantly,
and Messrs. Camper & Nicholson will soon see the results of
their handiwork now approaching completion. Messrs.
Curtiss k Son, Portsmouth, have ordered a Beardmore oil
engine for a small cargo vessel being built by Messrs. Vosper.
Previous boats for this firm have been running with successful
results ; the repeat order is a consequence of this. Beard-
more engines have also been fitted in the Harkamay. by Messrs.
Crouchers, Isle of Wight. There are now several coasting
vessels running in the neighbourhood of the Solent
fitted with Beardmore engines and doing well ; besides there
are the pilot cutters Solent and St. Helen, also fitted with
Beardmore engines. The sea-going barge, fitted with Diesel
engines, of Swedish make, and installed by the builders
on the north-east coast, has had satisfactory trials. It was
expected that this vessel would proceed to Canada, but she
is apparently being used for a series of trials, coasting to
discover all the advantages and disadvantages of the details
before she leaves for her ultimate destination. The new
motor-boat for the Thames Mission, about 56 ft. long, built
by Messrs. Cran. Leith, and engined by Messrs. Beardmore,
has given satisfactory trial results, and George Wishart the
Martyr — the name of the vessel— will be a welcome addition
to the other motor-boats running on the Thames. From
the plans she appears to be a handy and convenient boat
for her purpose. The Motor E.xhibition at Olympia was
exceedingly interesting, the collection of aeroplanes was a
great attraction, and the motor-boats on view were a delight
to the eye, some of them exhibiting the highest art of the
builder, while the motors and accessories on view showed
the advances made to comply with the conditions of the
market demand, whether for driving purposes or the comfort
and convenience of prospective passengers, whether on sea.
in air or on land. . j v 4.
The pilot service is being added to by oil-engmed boats,
and the advantages gained thereby are being more and more
appreciated. A tvpical boat by Messrs. Thornycroft was
recently run on the official trials and handed over to the
authorities at Belfast. The idea of making use of a car-motor
to drive a boat has been carried into practice for testing
purposes or models, but a novel application has been proposed
for touring parties. When it is necessary to cross water, a
boat may be kept in readiness, fitted with a propeller, the
shaft of which should carry a belt pulley ; the touring car
motor would be fitted with the driving pulley, ready to be
coupled up on the car being transferred from the road to the
water-borne vessel, the car thus becoming its own conductor
across the loch, lake or arm of the sea. Whether the idea
takes eflect or not it shows imaginative thought brought to
bear upon situations of difficulty and embarrassment.
THE ECONOMICS OF SHIP PROPULSION.
ON .\pril 5th, Mr. Andrew Hamilton. M.I.C.E., M.I.N. A.,
read a paper entitled " The Economics of Ship Pro-
pulsion " at the Liverpool Engineering Society.
After dealing with the design of vessels in relation to speed,
and the effect of wind resistance on deck erections, Mr. Hamil-
ton went on to sav that, generally speaking, the compound
reciprocating engine held its own when capital account must
be kept low, as in tug boats, etc. A few years ago, when the
triple-expansion engine was introduced, many expected a far
larger number of conversions from compound to tri] le than
was the case, because the capital expenditure was not fully
considered. The triple-expansion reciprocating engine was
now having its position assailed, but the comparatively low
initial cost kept it in favour for a large range of tonnage.
With refinements in design many beUeved that it was nearly,
if not quite, equal to the quadruple, with 215 lb. to 225 lb.
working pressure, necessarilv higher-class material, 8 per
cent to 10 per cent, increase in first cost, and 6 per cent, in
machinerv weight. Thus in triple machinery valued at
/^^Goo 'quadruple meant about ;^2,6oo to ;^3.ooo extra
capital and an annual expenditure in insurance, depreciation
and interest of about /400 to £500, which had to be^ covered
by coal economy, extra cargo carried, or time saved. With
coal at 17s. per ton, the /500 was equivalent to 600 tons.
With a coal consumption of 60 tons a day, as for the sug-
gested /l3,ooo triple machinery, and 180 days steaming per
Innum a saving of 3i tons per day was required and this
was not easv to get. The price of machinery to a good
specification "for 3,000 to 6,000 i.h.p. was :— Tnple-expansion
engines and boilers complete, about £7 per i.h.p. ; weight
pe? 100 i.h.p.. 23 tons; quadruple-expansion engines and
boilers complete, about £7 Ss. per i.h.p. ; weight per 100
ihp 2? tons. There was also the combination, or mixed
machinery, where three propeller shafts, with two triple
reciprocating engines and one turbine were employed ; but
the ordinary cargo vessel was not likely to be troubled with
this type of machinery. In such vessels the three shaft
tunnels occupied valuable cargo space, and therefore raised
the centre of gravity of cargo in the after holds ; but with
the faster cargo and passenger steamers there appeared a
more suitable field. In a vessel, say, with 13,000 to 15,000
ihp., and machinerv valued at ;^90,ooo, ;£7,ooo had to be
added for cost of turbine, together with about 2} per cent,
to weight of engine department. This ;^7,ooo increase in
capital' meant ^^ 1:000 to / 1,1 00 per annum to be covered by
coal saving, or six to eight tons per day.
When the high and low-pressure Parsons turbines were
considered as they were now usually fitted to three and four
364
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 191 1.
shafts, it was found that the positions assigned to them were
all for high-speed work. This want of ability to reduce speed
while maintaining coal economy had been so great that some
owners had considered the advisability of reverting to the
reciprocating engine. The demand that the turbine must
not only be mechanically, but also financially, successful
was causing modifications in the direction of a combination
of the impulse and reaction turbine, as in the new Parsons,
the Curtis-Brown. Willans and the Brush machines. There
appeared to be a po.ssibility of a serviceable installation for
twin-screw steamers for moderate to high-speed vessels being
evolved with this combination. The largely increased num-
ber of makers of turbines, and the careful study of details
and manufacture, were gradually reducing the cost, so that
the ordinary shipowner might yet find them economically
possible. At present the average cost of turbines in 20,000
i.h.p. machinery was about £6 per i.h.p.; the weight, approxi-
mately, per 100 i.h.p., was 14-5 tons.
It appeared that, except for special purposes and in the
Navy, where cost was not so important, oil fuel under present
conditions could be used in this country only to a moderate
extent ; or, when coal cost i8s. 6d., the price of oil must
be under 32s. a ton. If, as stated, the proportion of oil
available was limited, then its use must be restricted, and
adopted only when the greatest efficiency could be obtained,
-s for superheating after steam had been generated in coal-
fired boilers. With regard to oil engines, it had been recently
proposed to fit a vessel with engines of 150 to 180 total h.p.
Two engines at 200 r.p.m. would cost ;£2,200, which, with cost
of foundations, oil tanks, two sets of propeller shafts, charges,
etc., would be increased to ;/|2,900. The annual charge at
15 per cent, on, say. ;£3,ooo, would be ;^450, Steam engines,
compound, of similar power, single screw, one single-ended
boiler, would cost ;^900, which, with foundations and charges,
would be increased to £i.i(iO. Fifteen per cent, on, say,
;^i,300 would be ^£195, showing a debit of ^255 against oil
on capital account. Taking the consumption of oil at 0-8 lb.
per i.h.p hour, 150 h.p. would equal 120 lbs. per hour, which,
at ;^i 15s. per ton. would amount to is. io\A. per hour;
and iSo days would cost ;^405. The cost of coal for 1 50 i.h.p.,
taking 3 lbs. per hour at 12s. a ton, would be about <f5iS for a
similar period. Therefore the capital account and cost of
fuel stood at :£S55 for oil, and at ;£7I3 for coal ; but in the
case of the former, credits on account of e.xtra cargo capacity
and less attention (£230) reduced the total to ;^62 5, or l%'?<
below the corresponding figures for coal.
There were great possibilities with the use of producer
gas engines. The Rattler, lifted with a five-cylinder single-
acting engine, giving about 500 i.h.p. at 120 r.p.m., was
■ about the largest vet fitted, and although this vessel did not
fulfil all expectations, there was no doubt that many more
vessels of moderate power would be fitted with producer gas
engines. The total weight of producer plant complete was
about. 25 per cent, less than in the case of a steam installation,
wliile the space occupied by bunkers and producer would
be. 30 and 50 per cent, less respectively. For a 400 to 500
i.h.p. engine and producer the weight was 17 to 19 tons per
100 i.h.p., and the cost about £$ 5s. per h.p. The coal con-
suTiption was less than i lb. per i.h.p. The present dilficul-
ties were in connection with the handling of the engine and
tbe design of a producer to deal with gas from bituminous
coal of varying (Qualities.
SCOTTISH EXHIBITION OF ART AND
INDUSTRY.
THE Scottish E.xhibition of National History. Art and
Industry, the buildings for which, at Kelvingrove,
Glasgow, have been completed, and exhibits to some
extent alrea,dy installed, will be ceremoniously opened on
May 3rd by their Royal Highnesses the Duke and Duchess
of Connaught. Two important and highly successful ex-
hibitions have already been held on the same site, viz., in
1888 and in 1901 ; and while, as regards covered-in space,
the forthcoming show will not equal that of 1901 in respect
of area and of the number of separate buildings, either for
instruction or entertainment, it surpasses the previous
Exhibitions. Altogether about 54 acres of Kelvingrove
Park are included in the E.xhiliition bounds (being one-third
greater area than in the case of the 1901 Exhibition). Pro-
moted largely with the avowed object -of raising a fund to
be applied primarily to the endowment of a chair of Scottish
History and Literature in the University of Glasgow, the
Exhibition is also so designed as to create a greater public
interest in Scottish History and Literature ; to celebrate
the memory of distinguished Scotsmen ; to present a realistic
picture of Scottish burghal life in bye-gone times ; and to
exhibit those arts and industries in which Scottish people
are or have been pre-eminent. Although thus essentially
national in character, the project has undergone expansion
since its conception, and will embrace not a few international
features. Scotsmen, it is proverbial, find their way to the
utmost parts of the world ; so that it is not unfitting to find
that much that is representative of " out-of-the-way "
regions like Lapland and Japan, will find place in the Scottish
E.xhibition.
The most extensive, and, architecturally, the most imposing
of the many buildings, is what has been named the Palace
of Industries, which covers an area of 110,500 sq. ft. The
term " palace " is applied to several of the main structures
in the Exhibition, from the fact that one of the buildings —
that in which is housed many priceless objects and historic
relics concerned with Scotland as a nation and as a participant
in the advancement of literature, art and industry — is a
magnificent structure erected on the model of Falkland
Palace, the ancient seat of the Kings of Scotland. Another
of the main buildings, the Palace of Fine .\rts, gives housing
to a magnificent collection of paintings and sculpture represen-
tative of a century of Scottish art, and is enriched by many
loans of great value not often found in public collections.
No fewer than three bandstands with enormous capacity
for audiences have been provided at different points through-
out the Exhibition, as well as a superb concert-hall, having
a grand organ, with accommodation for 5,000 people, and
with a stage of unusual dimensions, capable of serving the
purpose of historic pageants and tableaux. Still another
of the principal buildings, and one in which our readers
will be chiefly interested, is the Kelvin Hall, which covers
an area of 22,700 sq. ft.
For lighting and power throughout the Exhibition, elec-
tricity as well as gas is everywhere in evidence, and from
an engineering standpoint, one of the most interesting
features of the E.xhibition is the electric station equipment,
which is housed in a handsome building in close proximity
to the Palace of History and the Palace of Industry. The
electricity supply is taken from the high voltage street mains
of the Glasgow Corporation, and in the station is transferred
from 6,500 volts a.c. to the lower rate of 500 and 250 volts.
The transforming and other plant in the station consists of
three 500 k.w. rotary convertor sets, each of 6-phase, 25
periods, 6-pole. 500 r.p.m. type ; three 5S0 k.v.a., 25 periods,
5,500 to 390 volt, 3-phase, oil-immersed transformers, each
with oil-immersed, drum-type controller for starting up from
tappings on the a.c. side of the transformer ; one 250 k.w.
rotary converter set. with transformer and controller similar
to above, but for 250 k.w. load. The plant capacity is equal
to a total of 1,750 k.w. Cables are led from the high-tension
switchboard, composed of seven cubicles or panels, to the
transformers, controllers, rotaries, direct to the low-tensioned
D.C. 4-panel machine-board ; and from the bus-bars of same
to a lo-panel D.C. distributor or feeder-board, each panel
on the latter controlling one set of three single cables at
500 volts between the two outer, and 250 volts between the
mid (or neutral) and outer cables.
The plant, consisting of high and low-tension switchboards,
transformers, controllers and rotaries, has been supplied on
loan to the Exhibition authorities as an exhibit by The
British Westinghouse Electric and Manufacturing Co., Ltd.,
Manchester, with a view to be taken over and purchased
by the Glasgow Corporation Electricity Department after
the close of the Exhibition. From the electric station lo-panel
D.C. distributor switchboard, the main cables are led under-
ground to the various sections of the Exhibition for lighting,
heating and power purposes. Over 10 miles of underground
cable is involved, the cable used being supphed by tin-
Standard Cable Manufacturing Co. It is of the stranded
copper conductor, paper-insulated, lead-covered, steel ribbon
armoured, jutted and compounded class, the total weight of
cable used being over 100 tons, representing an actual value
of over £13.000.
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
365
The Kelvin Hall, in keeping with the idea of memorializing
the scientific work and inventions of the late Lord Kelvin,
is largely given over to illustrating the evolution of and
modern progress in electricity and associated branches of
science and industry. Electrical apparatus and engineering
appliances with which electricity is associated form the
chief feature of the collection of exhibits ; but shipbuilding,
as exemplified by handsome small-scale models and large
photographs, and marine engineering as concerned with recent
developments in the way of internal combustion engines —
oil and gas — are branches of industrial activity also worthily
represented. In the central hall of the building are grouped
the apparatus and articles — actual or by model representa-
tion— which owe their existence to the inventive genius and
scientific attainments of the late Lord Kelvin ; notably
those connected with telegraphy, electricity and navigation.
Messrs. Kelvin & James White, Ltd., Glasgow, the well-
known firm with which the deceased scientist was associated,
and which all along has produced the many scientific, electrical
and navigational apparatus bearing his famous name, are
represented elsewhere in the building by examples of the most
up-to-date make of " Kelvin " compasses, sounding machines,
etc. To the collection of exhibits illustrating the history
of the submarine telegraph, contributions are made by Sir
W. H. Preece, Dr. J. G. Gray (Lord Kelvin's successor in
Glasgow University chair). Prof. A. D. Ross, the Royal
Astronomical Society, and others. Interesting items are
samples and actual parts of the first telegraph line, early
cables, the Atlantic cables of 1857-8 and 1874 ; also of the
first underground cables ever laid. Doctors Gray and A. D.
Ross put on exhibition a Gray- Ross magnetometer designed
for testing the magnetic properties of metals, also an electric
resistance furnace.
In the large wings which lead off to east and west of the
central hall are arranged all the engineering exhibits, those
connected with shipbuilding being confined to the west wing.
Quite a number of the exhibits will be shown in motion,
the oil and gas engines using their respective fuels ; but in
most cases where the action is all that need be shown motive
power will be electric. This also applies to the Exhibition
as a whole. Amongst exhibitors of oil motors for marine
purposes are Messrs. Wm. Beardmore & Co., Ltd., Dalmuir ;
the John Scott Engine Co., Ltd., Paisley; Messrs. W. & S.
Pollock, Robertson St., Glasgow, etc. Air-compressors are
shown by Messrs. Fleming & Co., agents for the Ingersoll-
Rand Co., and by Messrs. John Macdonald & Son, Maryhill,
the latter of whom also show several examples of an entirely
new moulding machine. Electric motors for various purposes
are shown by Messrs. Mavor & Coulson, Ltd., Glasgow ;
Messrs. Dick, Kerr & Co., Kilmarnock ; Messrs. Anderson
Boyes & Co., Ltd., Motherwell ; Messrs. Paterson & Service,
Bath St., Glasgow ; Messrs. Garty, Bone & Co., Anderston
Electric Works, Glasgow; and others. Messrs. D. & J.
Tullis, Ltd., Clydebank, show a series of vertical radial drills
for use in engineering and steel constructional works. Steel
constructional material in a large variety of forms is shown
by the Glengarnock Iron and Steel Co., Glengarnock ; the
Glasgow Iron and Steel Co., Wishaw ; etc.
Conspicuous amongst the shipbuilding exhibitors are
Messrs. Wm. Denny Bros., Dumbarton ; the Fairfield Ship-
buildmg and Engineering Co., Govan ; Messrs. Wm. Simons
and Co., Renfrew; Messrs. Lobnitz & Co., Renfrew; and
Messrs. Alexander Stephens & Sons, Linthouse. In keeping
with the idea of giving prominence to objects of historical
mterest, and illustrating the evolutionary steps in shipbuilding
progress, most of the firms named have not only shown
striking examples of their recent productions, but have
arranged, in juxta-position with them, models of the class
and type of ships built for the same purposes at earlier stages
of development. Thus, Messrs. Denny Bros., alongside of
the model of p.s. Lochlomond, one of the earliest steamers
to navigate the " Queen of Scottish Lakes," show a fine
model of the Clyde passenger turbine steamer. Queen Alexan-
dra : alongside a model of the composite gun-boats Kwang
Tung and Shang Tung, built many years ago for the Chinese
Government, and a model of a first-class torpedo-boat of
the 26-knot class built recently for the British Government.
Besides a variety of models showing typical modern ocean
liners built by the firm, the collection includes several models
representing craft in the production of which Messrs. Denny
are quite specialists, viz., the many-decked, light-draught,
river paddle-steamers, owned by the Irrawaddy Flotilla Co.
A noteworthy item also is a fine model of the palatial steam
yacht Lysistrala, built a few years ago for Mr. James Gordon
Bennett, of New York. The same idea of illustrating steps
in development as well as the most recent productions is
evident in the exhibits from the firms engaged in the building
of dredgers and dredging craft — Messrs. Wm. Simons ;
Lobnitz & Co. ; etc. ; but in their case it was not possible
at the time of our representative's visit to note details.
To this and other features we will refer more fully in our June
issue.
Of great interest to visitors whose calling is in any way
associated with shipping and marine engineering, will be
the processional pageant on the river Kelvin of historical
and typical ships. It is, of course, intended that this feature
shall worthily typify Glasgow's and Scotland's part in the
origin and development of steam navigation, especially
emphasising the great epoch-making event of the building
of the steamboat Comet, e.xactly one hundred years ago. The
Charlotte Dundas — forerunner of the Comet, as of the pioneer
steamer Clermont on American waters — which, with engines
by Wm. Symington, successfully demonstrated in 1802 steam
navigation on the Forth and Clyde Canal, will also be promi-
nently represented. The history of Scottish shipbuilding,
in fact, from the " dug-out " and " coracle " times down
to the days of " Lusitanias " and super-" Dreadnoughts,"
will be represented by large scale models capable of being
navigated. In the case of the Lusitania, the length of model
is about 38 ft., and it weighs about 3 tons. Amongst the
ships of historic note represented will be the Great Michael,
" ane monstrous schipp " of James IV., built at Newheaven ;
the pioneer Cunard liner Britannia, built at Port-Glasgow ;
the latest" Cunarder, Lusitania, built at Clydebank ; while
in addition to a model of one of the latest " Dreadnought "
battleships, there will be five models representative of the
Resolution and some models typical of gun-boats and torpedo-
destroyers. Altogether some twenty or twenty-two models
will take part in the historic marine procession, which will
take place twice daily, the miniature ships being each
propelled by apparatus in the interior, and during processions
in the evenings the vessels will be illuminated. In the case
of the naval ships also gun firing and its effects as regards
damage to opposing vessels will be represented with striking
fidelity to the actual events. The creation of this mimic
navy has been under progress for months past in one of the
buildings in the Exhibition grounds, the " naval constructor "
being Lieutenant Morgan, assisted by a staff of clever artizans.
Lieutenant Morgan, who went through the Spanish-American
war as Lieutenant in the U.S. Navy, has been associated
with large exhibitions in Europe and .America for twenty
years, at which his naval displays have been a feature.
The Corrosion of Metals. — The Corrosion Research
Committee of the Institute of Metals is now actively engaged
in preparing for an elaborate series of investigations into the
causes of the corrosion of brass condenser tubes. A special
condenser is being constructed, which will contain forty -eight
tubes, twenty-four of these being made of commercially
pure brass, the remaining twenty-four tubes being made from
brass containing a single selection from the following : lead,
tin, aluminium, manganese or other materials at the discre-
tion of the committee. Experiments will be made with
various water speeds in the ratio of o : i : 2 ; 3 : 4, speed 2
being an average speed used in practice. The circulating
water to be used will be obtained from deep water at Formby,
ofi Liverpool, in the first instance, and the plant for the
corrosion research will be installed in the University of
Liverpool, where the experiments will be under the direct
supervision of Mr. G. D. Bengough, M.A. An appeal was
recently made by the Committee for funds to carry on the
research, and in response to that appeal various donations
have been received. It is earnestly hoped that additional
donations to the Corrosion Research Fund will be speedily
forthcoming from those interested in the corrosion of con-
denser tubes, and who desire to see discovered a remedy
for this old-standing trouble. Donations should be sent to
Mr. G. Shaw Scott, M.Sc, the Secretary of the Institute of
Metals, at Caxton House, Westminster, S.W.
366
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 191 1.
SOME PROBLEMS RELATING TO THE
USE OF THE INTERNAL COMBUSTION
ENGINE FOR MARINE PROPULSION*.
By P. B. Newell, Esq., Member.
IN this paper it is proposed to fairly state some of the
problems which the marine explosion engine designer
encounters and to show how they have been, or can be
solved.
Probably all the difficulties come under the following
four heads : — (i) Low cost of working. (2) Reliability
without undue attention. (3) Reversibility. (4) Adapt-
ability to large vessels.
As an example, the Vulcanus, a vessel of i,goo tons,
built at Amsterdam, has a six-cylinder four-cycle 500 H.P.
engine, running at 180 revolutions per minute, which only
weighs 42 tons, though all parts were made extremely
heavy for hard usage. The total machinery installation
weighs 85 tons ; the auxiliaries are worked by compressed
air reduced from 300 pounds per square inch to So pounds.
The boat has a spacious engine room, where a stove is
needed in cold weather, and where the boilers ought to
be cargo is stored.
In passing, the wonderful flexibility of the engine is
worth noting ; the highest revolutions on the maiden trip
were 160 per minute, and the engineer, new to the engine,
got them as low as 84 per minute, but they could be
/\ft'
Pbopeixck
DrNAMO.
Unfortunately the writer has found it impossible to keep
to these heads in describing the various ways in which
difficulties may be overcome.
Where steam raised by coal is the propulsive agent, the
average cost of fuel may be taken as half a farthing per
horsepower hour, but to get the working cost at least one
man's time must be added for any boat above a few tons'
displacement. The cost of putting fuel aboard, of rais-
ing steam, and cleaning boilers must also be considered.
From the accompanying table of working costs of inter-
nal combustion engines the actual fuel is seen to be more
than half a farthing in many cases, but very little, if any,
attention is required.
Fuelling is very cheaply effected. The necessary stores,
tools, etc., are considerably less than when a steam rais-
ing plant is aboard.
It would be very difficult to arrive at the comparative
nett costs, as they vary considerably for different types
and uses of ships, so that this has not been attempted.
An obvious advantage, however, is the enormous saving
of space when boiler and, to some extent, bunkers are not
needed.
A load of one hundred tons of crude oil gives the same
radius as a load of three hundred tons of coal, and the oil
only occupies about three-quarters of the space required
by the coal.
* Read at the North-East Coast Institution of Engineers
and Shipbuilders, Newcastle-upon-Tyne.
Fig. 2.
reduced by merely throttling the oil supply to only 58 per
minute. The total machinery staff numbers only four.
The only objection raised was the somewhat offensive
smell of the crude oil. Those of us who have been on
oil fuel boiler tests or sea trips can sympathise.
Another example is given in the Appendix where a
Diesel type engine took the place of a steam engine.
••igs. 4 and 5 show comparative designs actually made
for a passenger and cargo boat, the former with crude oil
engines and the latter with steam engines. The compara-
tive weights are 70 tons for the two oil engines and 120
tons for the whole installation, against 120 tons for the
two steam engines with two boilers full of water, and 180
tons for the whole steam installation, both exclusive of
fuel.
May, 1911.
THEj MARINE ENGINEER AND NAVAL ARCHITECT.
367
The average working cost of gas producer marine
engines from the few examples available appears to be
about .05 pence per H.P. hour.
Many a steam engineer's impression of an internal com-
bustion engine is that it takes a good deal of starting
and very little stopping. Anyone who stands in front
of a boiler and sees the rising pressure gauge realises
that something has got to move, but with the explosion
engine nothing can be seen and the source of power is
mysterious.
If the engine has to be turned by hand to start it, the
propeller must be disconnected, and, even with the engine
free, difficulty in starting is encountered. With a good
engine, however, and a man who remembers to attend to
such necessary preliminaries as turning on the fuel
supply, trouble is very rare.
A good engine is one that does not overheat and keeps
clean inside, besides developing full power at low con-
sumption. Even when using good lubricating oil and
petrol, it is in many cases found necessary to open out
the engine to clean some part of it.
round part of the revolution, and therefore there is a
heavy mass to stop and start before reversal can be
effected. There are many ways of overcoming the objec-
tion, and the writer has endeavoured to fairly describe
each method.
The problem of reversing in a steam engine is com-
paratively simple, as the medium employed is perfectly
flexible and the engine and all its various parts can be
reversed slowly and without shock or undue strain. In
the explosion engine, however, unless there is a large
reserve of compressed air or other flexible medium, the
reversing is always accompanied by a series of shocks,
due to the too sudden acceleration of all the heavy moving
parts. Reversing the weight of the propeller is bad
enough, but reversing the whole of the machinery by
means of a series of sledge-hammer-like blows is infinitely
worse, and up to the present, at any rate, the problem
seems best solved by a reversing mechanism which will
take up the drive of the engine gradually and transmit
it to the propeller.
Various reversing gears, working on different principles,
;
r.
-# ^?
" i
■i -T* *""!' •'•'f-iyf
! .'
.Li__^.l..ijp
i; m^nsn
lt.-.-"-iioal:-::;fe.
\\
i i ; : 1 J i :
1 : : l-L-i.i : 1
' i -
'T':""rT':"r'r'!'
-n-lTT
Fig- 4-
Fig 5-
On the other hand, many instances can be quoted to
show that this problem can be solved. Not a few of our
fishing boats run for days without stopping and without
constant attention. A Diesel oil engine started running
on land in April last, was still running in November,
and, for all the writer knows, is running yet, and the
fuel for it is crude petroleum.
The fact that our Royal National Lifeboat Institution
have now a number of internal combustion engines in life-
boats doing excellent service, is another proof of reliability
of small powers.
The enormous stresses produced by high explosions,
high revolutions, and absence of cushioning mean short
life to any but the best engines, and it is by the qualitv
of material and workmanship that the difficulty is met.
Reliability cannot be attained by the same means in large
powers, but this will be discussed shortly.
Perhaps no steam engine is ever tested for reliability
without attention in the same way as its rival, which is
often packed away with its reverse gear under a deck,
and after a man has crawled to it to start it, is left to
drive the boat seaward and homeward, ahead and astern.
A great objection to the class of power agent under dis-
cussion is that it usually requires a flywheel to carry it
are on the market for accomplishing this ; one type works
on similar lines to those adopted in modern car practice —
a pedal-operated friction clutch engages with the engine,
and the shaft coupled to this clutch enters the forward
end of the gear box, where it is furnished with a gear
wheel and a claw clutch. By means of a hand-operated
lever, the claw clutch can be engaged with a similar
claw clutch on the propeller shaft to obtain the " ahead
drive," or the gear wheel can be engaged with a train
of gear wheels on lay shafts inside the gear box, and so to
a gear wheel on the propeller shaft, to obtain the " astern"
drive.
In another type the engine is direct coupled to a shaft
inside the gear box, on which is mounted a gear wheel —
the first, or driving member, of a Jack-in-the-box gear.
The casing is supplied with a friction clutch, which can
be engaged at will, either with a friction clutch on the
propeller shaft for the ahead drive or with a stationary
friction clutch mounted rigidly to the frame, which locks
the casing and so allows the gear wheels inside to revolve
and reverse the propeller shaft.
Most of the gears at present on the market are worked
on one or the other of the two principles above, and there
are several objections to both systems : amongst others may
368
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, iqii.
be mentioned the following ;— Thrust springs to keep
clutches engaged ; toggle joints, which need frequent
adjusting ; band brakes, which tend to throw the gear
out of alignment ; gear wheel teeth take the whole of the
ahead drive ; multiplicity of operating levers, making
distant control difficult.
Figs. 6, 7 and 8 show the "Hesse" reversing gear, in
which the above difficulties have been ingeniously elim-
inated. The engine is direct coupled to the thrust shaft
shown (Fig. 6), on the inner end of which is keyed a
cone friction clutch, machined inside and out. The pro-
peller shaft has a cone clutch keyed to its forward end ;
between this and a collar further along the shaft is
mounted loosely the reversing mechanism, consisting of
a cone clutch, a set of bevel wheels, two of which are
mounted on a trunnion, and a dog clutch. The whole of
peller clutch, which thus takes the drive to the propeller
(see Fig. 7).
In some cases the blades of the propeller itself are re-
versed. Reversible propellers have their blades arranged
to swing round on their axes to drive astern ; they are
useful in sailing boats, where the blades can be swung
half round and offer little resistance to the water and have
no tendency to idly rotate. The blades, and cranked
arms inside the propeller boss for turning them, have to
be made very strong to ensure against breakage.
Two propellers, one right hand and the other left hand,
have been used for reversing, but the high resistance of
the idle propeller, or the difficulty of putting it in a
casing when not wanted, has caused even marine internal
combustion engineers to relinquish the idea.
Another method of reversing is sho*n in Fig. 3, the
this mechanism is quite free during the ahead drive.
To go ahead, the whole of the propeller shaft, including
the propeller, is moved slightly forward by means of the
lever provided, and the ahead clutch engages with the
motor clutch ; the thrust of the propeller being thus trans-
mitted directly along the shaft, through the clutches,
keeps the clutches in engagement and is absorbed m the
thrust block. It will be seen that as the torque increases
the thrust also increases without the intervention of
springs or other special arrangements to keep the clutches
engaged.
To go astern, the propeller shaft is moved aft, and the
dog clutch on the reversing mechanism is engaged with
the dog clutch on the propeller shaft ; further movement
aft engages the astern clutch with the motor clutch, when
the pull of the propeller again serves to keep the clutches
in engagement.
With high powered, high speed motors a modification
is made in the design which does away with the dog
clutches. In this design an inner reversing clutch, con-
nected to the aft gear wheel by a sleeve along the pro-
peller shaft, engages with the inner surfa.ce of the pro-
separate engine being used as an auxiliary as well as for
starting and reversing. The objection is that the bevel
pinion cannot be brought into engagement until the bevels
on the flywheel are stationary, which results in revers-
in<; being a long operation.
The time taken in reversing is an objection in many
reversible engines, and for certain classes of boats which
have much manoeuvring to do reverse gears are fitted to
the so-called reversible engines.
One of the simplest reversible engines is the Bolinders
type, t
So far, not very large boats have been tried with oil
engines because of the difficulties or dangers. Two of
the dangers are racing due to broken shaft or propeller
out of water, and an explosion perhaps more powerful
than usual at the wrong time.
It is necessary to properly govern a large engine, to
effectively cushion and balance the pistons, and to ensure
t The Marine Engineer and Naval Architect, January,
1910, contains an illustrated description of the Bolinders
type of engine. — Ed. M.E. & N.A.
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
369
that explosion only occurs at the right time.
Compressed air is used to start and reverse large
engines, and it could be used in connection with the
governor to provide the quick increase of power necessary
when the propeller dips into the water after its racing
out of the water has caused the governor to shut off the
fuel supply.
The untimely explosion danger is eliminated by timing
the injection of fuel to take place just at the right time,
and by driving the exhaust, which might really be un-
exploded mixture, into contact with a water spray. Over-
heating of piston rods, in the case of double-acting two-
cycle engines, such as one of the Diesel types, is prevented
by oil-cooling or air-cooling from a fan.
A very large engine really needs a far more flexible
power agent than ever a series of explosions can be, and
a method of attaining this ideal is by having a separate
chamber for the explosion, connected to the cylinders by
valves, reducing valves if necessary, and then expanding
the gas once, twice, or thrice, as in the steam engine.
The high pressure piston, which would suffer from the
gases at their hottest on its top side, could be used on its
bottom side to compress air to be injected into the com-
bustion chamber ; the other cylinders being double acting.
Alternatively, an ordinary double acting expansion
engine, with an air compressor driven off the crosshead,
pumping air into two chambers alternately, which auto-
matically fuel and fire and switch over (say on a Pulso-
meter pump principle) from one to the other.
GENERAL ARRANGEMENT
OF
THE HESSE (Patented) MARINE REVERSE GEAR.
iTV^^^i f^ F **
Fig 8— Hesse Reverse Gear.
No. 2 Principle, without Dog Clutch.
M.C. represents Motor Clutch (keyed to motor shaft).
A.C. „ Ahead Clutch ( ,, propeller shaft).
O.A.C. „ Outer Ahead Clutch.
I.A.C. ,, Inner
B. ,. Ball Thrust.
A truism of great encouragement is that it is only in detail
that a well-thought-out installation comes to grief — a hot
bearing, a leaky condenser, or merely the failure of one of
many thousands of boiler tubes.
The illustrations not referred to are Figs, i and 2, indicator
diagrams, at half speed and full speed respectively, of a crude
oil engine, and show the gradual explosion possible.
The writer wishes to express his high appreciation of the
assistance rendered him in the preparation of this paper
by Mr. R. J. Brookes and Mr. A. W. Sadler, and also to thank
Mr. A. Lantlclls, Junr., for reading the paper at this meeting
of the Instittition.
Vessel on Lake Zurich.
Steam Engine.
Diesel Engine.
14 kilometres.
20 kilometres.
70 H.P.
150 H.P.
14,700 kilograms, weight of
9,750 kilograms with oil for
machinery with water
1 ,200 kilometres radius.
and coal for 120 kilo-
metres radius.
100% space occupied by
80% space.
machinery.
2 men.
1 man.
8-5 kilograms coal per kilo-
1-4 kilograms oil per kilo-
metre.
metre.
Cost of luel, 100%.
25% with 34% increase of
speed .
Table of Working Costs.
iCost of Fuel
Type of Engine.
Fuel.
H.P^Hour.
Steam boat
Coal, 13s. 6d. per ton
O-I id.
Producer gas engine
Anthracite, 22s. 6d.
per ton
o-I2d.
Fishing boat, 2 cycle engine
Paraffin. 5^d. per gall.
o-4d.
Fishing boat, 4 cycle engine
Do.
0-395d.
Cargo boat, 76 H.P.
Do.
o-375d.
Small Bolinder type engine
Crude oil, 40s. per ton
0-2I2d.
Large Bolinder type engine
Do.
o-i35d.
Large Diesel type engine . .
Do.
o-i075d.
NAVAL MATTERS -PAST
PROSPECTIVE.
AND
{From our Own Correspondent.)
Devonport Dockyard.
THE new battleship Centurion is making good pro-
gress, and by now there has been built into her
about half her launching weight. The armoured
cruiser Lion will be ready for the pennant in November.
She is making excellent progress, and all her three
funnels are now in position. The Indefatigable was re-
cently in the same basin, and it was thus possible to
compare the points of difference between the two vessels.
The belated acceptance trials of the Indefatigable have
been satisfactorily completed, and the vessel has now been
transferred to the Admiralty. Since the vessel was com-
missioned for service in the First Cruiser Squadron at the
end of February she has had her steam-pipe joints re-
made by the contracting engineers, and during the accept-
ance trial some of the 4-inch guns were fired to test
certain work which had been carried out in their vicinity.
The repairs to the battleship Collingwood rendered neces-
sary by her having grounded at the entrance to Ferrol
Harbour have been completed. The cruiser Euro-pa has
been taken in hand for repair. All her four funnels have
been lifted out, an examination having shown them to be
much worn and decayed. Another vessel in hand is the
destroyer Acorn, whose injuries extend from the upper
deck almost to the level of the keel, both decks having
been cut through for a length of over nine feet. It will
be necessary to rebuild the starboard stern section from
the bulkhead aft. The steam yacht Rainbow, which has
been purchased by the Admiralty, has arrived from South-
ampton to replace one of the tenders to the Vivid. The
old battleship, Imfregnable, is to be replaced as the train-
ing establishment for boys by the cruiser Powerful, which
is now the flagship on the Australian station. The train-
ing establishment consists of three vessels. The Impreg-
370
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
nable herself has been fitted up as a wireless and general
signalling school ; the second vessel, the old Inconstant,
is for gunnery training ; while the third vessel, formerly
the Black Prince, is for seamanship instruction. It is
e.xpected that shortly the lads will be given elementary
electrical and torpedo instruction. Three battleships of
the Fourth Division of the Home Fleet have been removed
from the effective list. The Rajnillies and Resolution
have gone to the Motherbank to lay up, and the Nile has
been placed on the sale list. The latter vessel was to
have been sold on April 4th, but was withdrawn as she
I ould not be got ready in time. The battleship Repulse
is also to be sold. All four vessels were launched in
1892, so no useful purpose would have been served by
keeping them in commission. Admiral Sir William May
succeeded Sir Wilmot Fawkes as Commander-in-Chief on
April nth, and next day Admiral Fawkes, who would
have reached the age for retirement at the end of the
year, anticipated events and left the Navy. Engineer-
Captain Anstey, who eighteen months ago succeeded
Engineer Rear-Admiral Wishart as manager of the engin-
eering department, has been appointed assistant engineer-
in-chief of the Navy, in place of Engineer Rear-Admiral
Mayston, who has retired on account of age. Engineer-
Commander James has come here from Portsmouth to suc-
ceed Captain Anstey.
Portsmouth Dockyard.
At the beginning of the month there were five vessels of
the Dreadnought type at this port — the battleship Dread-
nought, the old flagship of the Home Fleet ; the battleship
Bellerofhon, which has been temporarily acting as flag-
ship ; the battleship Neftune, which has been prepared for
service as flagship, and which left to commence her duties
on April iS ; the battleship Superb, which is being gener-
ally overhauled ; and the armoured cruiser Invincible,
which is undergoing her annual refit. Vice-Admiral Sir
Francis Bridgeman, who took command of the Home F'leet
last month with the acting rank of admiral, has now been
promoted to that rank. The battleship Orion is being got
ready for her trials, which, as already stated, are to take
place during the month of June, and the battleship King
George V. is making excellent progress. The Coronation
Naval review arrangements are being proceeded with.
At the review of the Home Fleet by the late King Edward
four years ago the vessels were in the Solent, but it is
understood that the review in June will be at Spithead.
The Admiralty yacht Enchantress has been placed in dry
dock to be prepared for service during the Coronation
festivities. The Dreadnought is also to be ready for the
review, but there is a lot to be done on her. The turbine
machinery is to be thoroughly overhauled, the wireless
arrangements are to be brought more up to date, and it is
understood that the new fire-control arrangements which
have proved so successful in the Neptune are to be fitted
to the guns, while there is also a long list of minor defects
to be made good. After the review the vessel is to rejoin
the First Division of the Home Fleet. The destroyer
Bonetta, while passing through Spithead on April 3rd
with several other vessels of the Fourth Flotilla on return
from Scotland, met with a mishap, the ferry vessel Harle-
quin drifting on to her and damaging several of her
plates. The cruiser Retribution has been sold for ^12,500.
She is a vessel of 3,600 tons, and was launched twenty
years ago, her cost having been ;f 180,000. The berthing
committee, under Vice-Admiral Giffard, have recently paid
us a visit, and with Rear Admiral Tate, the admiral
superintendent, have visited the various creeks and upper
reaches of the harbour. It is practically certain that
their recommendation will be for an extension of accom-
modation for berthing vessels. On Sunday, April 9th,
in the Dockyard Church, Archdeacon Wood, the Chaplain
of the Fleet, dedicated a carved pulpit, erected by Lady
Harry to the memory of her late husband, Vice-Admiral
Sir Henry Barry, who was admiral superintendent here
during 1905 and 1906. The service was attended by
.\dmiral Sir Arthur Moore, the Commander in Chief, and
his staff, Rear Admiral Tate, the admiral superintendent,
and other officers. Engineer-Commander James has gone
to Devonport as manager of the engineering department
at that yard, his successor as first assistant to the engineer
manager here being Engineer-Commander Grant, who
lately served in the cruiser Challenger on the Australian
station.
Chatham Dockyard.
The protected cruiser Chatham is making good head-
way. She has now been nearly four months under con-
struction, and a date for her launch will soon be
announced. The slip on which she is being built is the
one on which the tugs Firm and Alliance were constructed
last year, so we cannot build any similar small craft for
the present. Our other new work in hand is four sub-
marines. The Berwick, of the Fourth Cruiser Squadron,
has completed her refit, but the flagship Leviathan is still
in dockyard hands. The Berwick has gone on a cruise
until May 12th, by which time it is expected that the
Leviathan will be ready. The squadron will shortly after
go to sea for its first cruise under Rear-Admiral Bradford.
The battleship Dominion, of the Second Battle Squadron
of the Home FTeet, came in for her annual refit on April
loth, and the repair ship Cyclops has also been taken in
hand. Another vessel to arrive for a refit is the cruiser
Boadicea, the ship of the commodore of the First Destroyer
FTotilla. The battleship Africa has had her defects
remedied and has been commissioned for service as
flagship of Vice-Admiral Prince Louis of Battenberg, com-
manding the Third and Fourth Divisions of the Home
Fleet. The duties of flagship have been carried out by
the battleship Bulwark since Prince Louis hoisted his flag
a short time ago. The surveying vessels Triton and
Hearty, which were overhauled during the time they were
laid up here for the winter, have gone to Sheerness to
complete for sea, after which they will commence their
season's duties. The cruiser Antrim was passed out of
dockyard hands on April 17th on the completion of her
annual refit, and has since resumed duty with the Nore
Sub-Division of the Home Fleet. The battleship For-
midable has been paid off and recommissioned for further
service with the Atlantic Fleet, and the cruiser Barham
has returned from the Mediterranean and paid off and re-
commissioned for service on her old station. The battle-
ship Trafalgar, of the F'ourth Division of the Home Fleet,
has been paid off and placed in charge of a care and
maintenance party. She was to have been offered for
sale on April 4th, but could not be got ready in time. The
Trafalgar is a vessel of 11,940 tons, and she was launched
in 1887, so it was not much use showing her as an effective
war vessel. Lieutenant E. Davis, who had been naval
recruiting officer at Chatham for the past two years, has
been appointed by the Marine Society to be its represen-
tative and shipping agent in the South Wales district.
Lieutenant Davis, who was a chief boatswain, retired from
the Navy with the rank of lieutenant nine years ago. His
successor at Chatham is Lieutenant T. Holman.
Sheerness Dockyard.
Almost all the twenty ocean going destroyers of the
1909-10 programme have now been delivered, and have
joined the Second Flotilla. In a very short time the
First and Second Flotillas will consist entirely of ocean
going destroyers — twelve of the 33-knot "Tribal" class,
and thirty-six of the 27-knot vessels. The Lyra, one of
the new boats which recently joined the Second Flotilla,
when exercising with the flotilla near Kirkwall on April
7th went ashore on the island of Gairsay, but did not
sustain any damage. The "River" class of vessels as
they are being relieved in the Second Flotilla are joining
the Third (Nore) Flotilla, which the Erne, which has
undergone a refit, at Haulbowline, has also joined. The
destroyer Express, has arrived from Devonport and has
been taken in hand for retubing. On the completion of
her refit she will be recommissioned for service in the
Fifth Destroyer Flotilla at Devonport. At the end of
May the Recruit, of the same flotilla, is due from the
western port. She is also to be retubed. No. 94 yard
craft, which was built at Chatham for service as a mooring
lighter and submarine salvage vessel, has arrived here
to begin her duties. With regard to submarines, it has
been announced that Submarine Ai has been struck off
the effective list and is to be sold. A few months ago
she was towed round to the Medway from Portsmouth and
used for experimental purposes. It was this vessel, it
may be recalled, which met with disaster seven years ago
while carrying out exercises in the Solent. She was
I
May, 191 1-
THE MARINE ENGINEER AND NAVAL ARCHITECT.
371
struck by the steamship Berwick Castle, and sank, two
officers and nine men being drowned. It took a month
to get the submarine up and she was repaired and passed
into the service again, but she was not used much after-
wards. A well-known vessel, which was built at this
yard, will also soon be placed on the sale 1st. ine
vessel is the President. Her name originally was the
Gannet. and she was launched in August, 1S78. Her name
was altered to President, when she took over the duties
of the vessel of that name at the West India Docks as a
Royal Naval Reserve drill ship about five years ago /he
name President has been retained in the ' Navy list as
a number of officers are borne on the books who hold
appointments at the Admiralty, in the Coast Guard, and
on other duties. The sloop Buzzard the d"!! ship o
the London division of the Royal N aval \ olunteer
Reserve, which is moored in the Thames off the Teinple
has been renamed President. The Buzzard was also built
at Sheerness, but launched nine years later than the
Gannet. . „ , j
Pembroke Dockyard.
Seeing that the cruiser Amfhion has only been under
construction for six weeks, very satisfactory progress has
been made with her. The arrangements are that she is
to be launched in October, or probably earlier, and pre-
pared for her trials about next May. After the launch of
the Amfluon the new ship will be got on witK With
regard to the Active, the twelve \ arrow water-tube boilers
which constitute the boiler installation of that cruiser have
been put in place. The turbine propelling machinery,
however, will not be delivered until June. The delay has
caused some inconvenience and extra expenditure will be
involved, as the vessel will have to be again opened out.
The Active will probably be ready for her steam trials in
October, and she should be in commission early next
year The cruiser Blonde, which is completing for sea,
will be commissioned in about six weeks' time. ihe de-
stroyer Cheerjul, which has undergone a thorough repair
refit, has been completed. The refit included the retubing ^
of the water-tube boilers and a complete overhaul of the .
propelling and other machinery, to which in most cases
new bearings were fitted. The Coquette is stil m hand,
and another destroyer, the Itchen, has come in for a refit, t
while the Kennet is daily expected to arrive from Devon- j
port, to be retubed. The other refits m hand are those
of Torpedo boat No. 049 and the tug Alligator. The work
of refitting destroyers was first assigned to the yard ]ust
over two years ago, and five vessels have since undergone
thorough repair and two ordinary refits. We shall be able
to deal with a larger number of destroyers after the com-
pletion during 1912-13 of the new patent slip officia ly
described as improved docking accommodation for
destroyers, upon which ^13,500-about half the total cost
—is to be expended during the present financial year. Two
coal barges sank at moorings off the yard during a severe
gale in December and both have now been salved. The
salvage must be considered highly creditable, seeing that
the staff for that work is a very small one. The first ot
the barges was raised several weeks ago, and has been
thoroughly repaired. ^
THE FLEETS OF THE MAIL LINES.
[Frnm our Own Correspondent.)
The Battle of the Ports.
THE excitement which the promised appearance of the
Cunard flag at Southampton is causing in the minds
of those connected with that port is somewhat amus-
ing The Cunard Company has bought three twin screw
passenger and cargo steamers. It has bought them
because with them it gets an entry, on established terms^
into the Canadian trade. The steamers m question have
been in the habit of sailing from the Thames and of
calling at the Hampshire port to embark passengers.
Under their new management they are to continue to do
what they have been in the habit of doing That is a L
What else could have been expected? It would hardly
have been likely that a hard-headed management-such as
the Cunard Company now boasts-would have transferred
the steamers to the Mersey, as soon as it purchased them.
Such a policy would have simply meant that the good-
will and connection which was part— and perhaps one of
the most important parts— of their purchase would have
been ruthlessly and unnecessarily slaughtered.
The first sailing of the new branch, by the way, is
appointed for the 2nd May. It will be taken by the
Albania, as the old Cairnrona is now called. The Tor.
tona will follow a fortnight later under the name of
Ausonia, whilst the 4i^a«/a— under which name the vessel
launched as the Gerona will be registered— will be ready
to make her maiden departure on the 23rd ^lay.
Meanwhile Manchester has had a loss— the steamships
of the Elders and Fyffes Company having signified their
intention of moving their headquarters to Garston in
January, 1912. The reason put forward for the change
is that they find Garston more convenient, whilst the Ship
Canal itself is a handicap to their trade.
This is the first time that an adherent of the Ship Canal
Company has, so far as I can remember, left the port of
Manchester. But I doubt if it will be the last. Man-
chester is undoubtedly doing all it can to facilitate traffic,
and it is constantly endeavouring to deepen its channels
and ease the curves of its waterway. But when all is
said and done, the standard size of cargo steamships is
creeping up all the time, and— as long as sufficient cargo
offers— the larger the ship the cheaper can she shift her
dead weight. Thus it comes that the big ship is the best
investment for the shipowner, whilst she may be able to
offer a lower rate than the smaller vessel. A time will
come, therefore, if increase in size continues, when Man-
chester will be a costly port for reasons outside the Ship
Canal dues. That time, however, has not yet come. The
reason for Messrs. Elder & Fyffes' preference for Garston
is obviously the facility which the London and North-
Western Railway can offer to its customers. Without
much fuss it has been developing Garston for years. The
principal dock has now an entrance 65 ft. wide and has
a depth of water over the sill of 35 ft. on spring tides
and 25 ft. at neaps. Seventy miles of railway sidings
have been provided, eight miles of these being actually
■ alongside the quays. These of course are m direct com-
munication with the Company's main line system to Liver-
pool, Manchester and the South.
To meet Messrs. Elders and Fyffes' requirements a
banana receiving shed, 400 ft. long by 90 ft. wide, is
being erected, as well as suites of offices for the Company s
staff It is said that the import by the firm is rapidly
increasing— the shipment in April, 1910, having been
100,000 bunches, whilst for the corresponding month of the
present year the orders placed amount to double that
figure Meanwhile the Railway Company is deepening
the channel from the Mersey to its docks' entrances so
that— should Messrs. Elder and Fyffe's move be an en-
couraging one— they will be in a position to accept new
customers for the facilities they provide.
The White Star Line.
The new steamship Olympic was safely dry docked in
the new graving dock at Belfast on the ist April, and
she is now being rapidly prepared for sea.
Another Combine steamer the Ottoman, recently regis-
tered in the name of the British and North Atlantic Steam
Navigation Co., of Liverpool, has been removed from
the list, having been sold to Messrs. T. W. Ward and
Co , of Sheffield, for breaking up. No sooner vvas the
sale announced than the vessel was taken round to Preston
to be dismantled. On her way thither, however, she met
with a mishap, going ashore on the breakwater just out-
side the breaking-up berth. The Ottoman is a vessel of
only 4,843 tons gross register, and was built by Messrs.
Laird's, of Birkenhead, as recently as the year .890. She
had single screw and triple expansion engines. ihe
fact that she is now completely obsolete does not surprise
! one when one regards her details. But what does seem
i strange is that but twenty years ago vessels so different to
those now found suitable for the North Atlantic trade
I should have been specially designed and built for it.
The British and North Atlantic Company were the
owners of some of the finest vessels employed in the Domi-
I nion Line service. But these were soon after the Combine
was effected, transferred to the White Star three of the
' smaller steamers which it owned have been disposed of to
372
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, igii-
shipbreakers since 1909, and at present, I fancy it owns
but a few steamers, though, of course, it shares the general
fortunes of the Combine.
The Japanese
seem to be again buying a good deal of steamship tonnage,
.tmongst other vessels I notice that they have taken over
three vessels hitherto under the management of Messrs.
Kijyden's, of Liverpool. These are the : —
Gross
B^ilt Flatf Builders Tonnage
iNDK.ANi 1S94 Barrow Naval Construction Co. 4994
Indrawadi 1902 Glasgow C. Connell & Co. 5194
Indra 1897 ■ Glasgow C. Connell & Go. 6057
The last named is a ship with a history. In August,
1900, she went ashore on the African coast near Cape
Guardafui, and for some time looked hopeless. The
Somalis, who inhabit the coast where she lay, took pos-
session of the vessel and looted her. But eventually they
were driven off, and the vessel was floated and taken to
Aden, where she was temporarily repaired. In 1901 she
was towed home by the steam-tug Cruizer, and thoroughly
repaired, being restored to her class at Lloyd's.
A very serious disaster has befallen the fine modern
passenger steamship Yongola of Port Adelaide. She was
a single screw vessel of 3664 tons gross register, specially
built for the trade in which she was employed by Messrs.
Armstrong Mitchell & Co., of Newcastle. She had accom-
modation for no saloon and 144 second-class passengers.
She left Townsville for Mackay during the latter part of
March with about 68 passengers, chiefly through travellers
who had come in by the Orient mail steamship Oiway.
I'ailing to arrive at her port of destination, considerable
anxiety was aroused, as the weather was reported to have
been "cyclonic." But all doubt as to her fate was soon
dispersed by the discovery of wreckage which undoubtedly
came from her, and it was evident that she had struck on
the dreaded Barrier Reef and gone to pieces, with the loss
of all on board. Her crew numbered some seventy
persons, so that altogether not far short of 140 lives were .
lost in the disaster.
Messrs. Vickers, Limited,
as the great Barrow firm now styles itself, after the retire-
ment of Sir Hiram Maxim, has not found its energies
checked by the change which has taken place in its man-
agement. It has entered into a formal contract with the
authorities of the Harbour of Montreal whereby it will
construct important naval works at that port. It has
secured a suitable site of some thirty acres on which it
intends to erect workshops and a fitting out or repairing
basin as well as a floating dock of a capacity to take
vessels up to 27,000 tons displacement. About ;£6oo,ooo
is to be spent on the works, and on that sum the authorities
have guaranteed a return of 3^ per cent. Possibly the
naval ambitions of Canada have something to do with
the inception of these works. But they will have an im-
portant bearing on the working of the great steamship
lines which trade to the St. Lawrence, for the absence of
such facilities as are now in course of provision has in
the past caused serious delay and heavy losses to British
shipowners whose vessels have got into trouble in these
waters.
The Harrison Line
of Liverpool, is a progressive and important Company
with a foreseeing management. Considerable interest will
therefore be aroused by its new departure in starting a
monthly service from the Mersey through the Straits of
Magellan to California and British Columbia. It should
be explained that though Liverpool, as usual, will be the
main port of the service, the vessels which maintain it are
to commence loading at Antwerp, then proceed to Glasgow
and finally touch at Swansea, whence an important export
of tin plates has been arranged. After leaving the last-
named port a voyage of fourteen thousand miles without
a stop is scheduled to San Pedro, and thereafter calls will
be made in the important canning industry of the Pacific
slope, and much of the return cargo will be canned fruit
for the Liverpool market. The trade for which the Har-
rison line is now bidding has hitherto been in the hands
of tramps and sailing vessels, and no doubt the advent of
regular liners will be appreciated. The first sailing was
made by the Centurion, built in 1908 by Messrs. C. Con-
nell & Co., of Glasgow. She left Liverpool on the 15th
April. She will be followed by the Candidate, also a
comparatively new steamship, having been built in the
year igo6 at Glasgow by the same firm. For the Harri-
son line is wise, and opens new trades with modern ton-
nage, following in the respect the example of that great
Liverpool shipowner, the late Mr. T. H. Ismay, who in
the seventies made his venture into Pacific waters with
a brand new Atlantic liner, and opened his Australian
trade many years later, with an entire new fleet of the
most modern steamships of a size, at that time, far beyond
anything plying to those waters.
Wireless Telegraphy.
Canada is now following the example of Italy, Austria,
and the United States and making the installation of
"wireless" compulsory upon all passenger steamers,
whether registered in Canada or not, which touch at its
ports, if they carry a total of passengers and crew com-
bined of fifty persons, provided the ports between which
they ply are more than two hundred miles apart. Our
Southern and South African Dominions are rapidly pro-
\iding themselves with land installations — New Zealand,
for example, will soon have no less than five — and it
would appear that in a very few years no important route
will be out of continual touch with the rest of the world.
The London and South = Western Railway
has been one of the last of the important channel steamship
lines to adopt the turbine system on propulsion. For
they have only now received delivery of the last of the
pair of such vessels which have been built for them by
Messrs. Cammell Laird & Co., of Birkenhead. But the
experience which they have acquired with the first of
these sisters has so impressed them with the value of the
system that they have already ordered another couple of
steamers of the same class. This time the Fairfield yard
has the order. The new vessels will be of exceptional
interest because they will be the first vessels to be
originally fitted with geared turbines. True the cargo
vessel, Vesfasian, has shown her value over a long
series of practical experiment. But she is an old vessel
and was merely adapted for the trial. But she has
satisfied all concerned of one thing, viz., that the wear
and tear of the gearing is almost a negligible quantity,
whilst she has also shewn that the system will give several
advantages over the arrangement now in use, including
important economy of coal. In the paper which was
read at the Institute of Naval Architects meetings the other
I day, Mr. Parsons dwelt on the advantages which gearing
1 would give, especially to torpedo boat destroyers. But
the South-Western Railway, under the advice of Mr.
Biles, have anticipated all Naval authorities and made
the first adaptation of the arrangement to fast steamships.
The two new sisters are intended for the service between
.Southampton and Havre, hitherto worked by the sisters
Alma and Columbia.
The Preussen.
The Admiralty Division had a difficult question to
decide in the suit brought by the owners of the great
German sailing vessel Preussen against the Brighton Kail-
way Company, as owners of the turbine steamer Brighton.
The two vessels were in collision off Newhaven one hazy
night last November, and both were damaged. The
steamer had her decks swept of funnel and upper works
by the sailer's bowsprit, whilst the Preussen had that spar
damaged and her head sails thereby rendered useless.
She also sustained some slight damage forward to her
hull. But this was all above the waterline, though she
in fact made water in her fore peak. The Brighton put
back to Newhaven and thereupon a tug the Albert came
out to offer the Preussen assistance, as did the Brighton's
sister the mail steamer France. Both these offers were
declined, and the sailing ship ran up channel before the
wind, which increased in strength as she went. She
attempted to anchor in the .East Bay at Dungeness, but
lost both anchors, and so perforce had to go on. Then
at last she took the assistance of tugs — foreign tugs — and
a pilot. The attempt was then made to get her into the
May, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
373
mis-called (at least in this case) harbour of refuge at
Dover. But the gale caught the ship on the broadside,
as she was exposed to the peculiar currents of the place,
and she went ashore, becoming a total loss. The Court
was called upon to decide whether — as the Brighton
people contended, the steamer was responsible only for
the damage actually done in the collision or whether, as
the German shipowner insisted, the actual loss of the
vessel was due to the default of the Brighton. In spite
of the number of steps between the collision and the
stranding, Mr. Justice Bargrave Deane — after considering
his judgment for some five weeks — came to the conclusion
that the Brighton was liable for the whole damage. If
this decision is sustained it will shew how comparatively
small incidents may land shipowners in exceedingly heavy
damages.
and four keel plates were renewed and the balance removed,
faired, and replaced or faired in place. These jobs were
completely finished after being properly tested and cemented
on 23rd February, 191 1, but she still remained in dock for
repairs to the propelling machinery and refrigerating plants,
etc., which were completed on the 3rd and undocked on the
4th March, 191 1. She sailed to Kobe on the 7th March.
Herewith we enclose a photo showing the extent of damage.
Before the steamer left the harbour, the representative
of the owners wrote us expressing his satisfaction as follows ; —
" Before leaving Nagasaki it is my duty to e.xpress to
the Mitsu Bishi Dockyard and Engine Works my great
satisfaction with the very prompt and efficient manner in
which the repairs to the s.s. Papanui have been executed.
I am certain when my friends in Australia see the steamer
S.S, Papanui under Repair
CORRESPONDENCE.
We do not hold ourselves responsible for the opinions exptessed
by our correspondents.
To the Editor of The Marine Engineer and Naval Architect.
Re S.S. " Papanui."
Sirs, — Referring to the s.s. Papanui under the heading
of " Port Jurisdiction and Solicitude " ' in The Marine
Engineer and Naval Architect. No. 401, February, 191 1,
it occurred to us that it may not be without interest to report
that we secured the contract and she sailed from Melbourne
on the 5th December, 1910, for Nagasaki, where she arrived
on the 4th January, 1911, without any mishap.
The Papanui was taken in our dry dock on the 5th January,
for the extensive repairs to the bottom damages, the total
number ot plates dealt with was 136, being 121 shell plates
and fifteen keel plates ; of this number, fifty-six shell plates
(Sec Correspondence column.)
they will be very pleased that they placed the work with
your Company.
" I also desire to thank all the members of your staff with
whom I have come in contact, from the highest to the lowest,
for the great kindness and courtesy which has been extended
to me whilst among you."
We are, dear Sir, yours faithfully,
MITSU BISHI DOCKYARD & ENGINE WORKS.
T. Shiotu,
General Manager.
Nagasaki, 31st March, 191 1.
Mercantile Marine Bureau, Japan. — The Director of
the Mercantile Marine Bureau in Tokyo has recently issued
his annual report for the year 1 909-1 910. which contains
the statistics and statement of the mercantile marine in the
Empire of Japan — Formosa and Sakhalin being excluded.
Messrs. Holzapfels, Ltd., have sent us a very long list
of vessels coated with their compositions. The period is for
the year 1910, and the vessels enumerated represent a total
of 15,101,803 tons.
374
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
DIESEL ENGINES FOR SEA-GOING
VESSELS.
By J. T. Milton, Esq., Vice-President.
THE possibility of employing internal combustion
engines for the propulsion of large vessels has re-
cently been prominently before those interested in
shipping, and as it had been determined to fit several
vessels intended to be clas.sed in Lloyd's Register vi'ith
these engines, the Committee of that Society determined
to obtain as much information as possible in regard
to their construction and their suitability for the
purpose. As the Diesel engine in some of its
forms appeared to be that which was making most
progress, they asked for and obtained the co-operation
of those firms on the Continent who had given special
attention to this form of engine for marine work, and
visits were made by the Chief Engineer Surveyor and
other officers of the Society to each of the firms in question,
and much useful information was obtained. The firms
were : — Messrs. Burmeister & Wain, of Copenhagen ; the
Nederlandsche Fabriek van Werktuig en Spoorweg
Materieel, of Amsterdam ; Messrs. Carels Freres, of Ghent ;
the Maschinenfabrik Augsburg Nurnberg, of Nurnberg ;
Messrs. Sulzer Brothers, of Winterthur ; Societe John
Cockerill, of Seraing ; and Messrs. Schneider & Cie, of
Le Creusot, each of which, besides having considerable
experience in the design and manufacture of internal
combustion engines, had either completed or had in course
of construction some Diesel engines for marine purposes.
The British Diesel Engine Company were consulted, and
a visit was also paid to Dr. Diesel, with the same object
in view. This gentleman and the principals of the above
mentioned firms courteously and freely gave full informa-
tion upon every point upon which their previous work had
given them experience.
Since then several British firms have decided to make
Diesel marine engines, and as numerous inquiries are
being constantly made by those interested in the subject,
the present paper has been prepared. It is hoped that
the information contained in it, and that brought out in
the discussion which will follow, will be of service to ship-
owners, engineers, and shipbuilders, and will not be with
out interest to underwriters also.
It need hardlv be pointed out that the inducement to
forsake the tried and trustworthy servant, the steam
engine, for ordinary sea-going vessels will be mainly, if
not solely, the question of fuel economy ; but this point,
important though it is, would not of itself warrant a
change to a new type of engine unless equal certainty of
continuous efficiency on the voyages to be undertaken was
provided, that is, as little risk of accident to machinery
and as great facility for using temporary expedients for
reaching port in case of breakdown of part of the machin-
ery. There must also be a prospect of a reasonable cost
of upkeep. To each of these points some attention will
be given in this paper.
It is evident that, apart from the question of the relative
cost and facilities for obtaining supplies of oil fuel and
coal, an internal combustion engine using oil possesses
many advantages for marine work over one using gas made
from' coal. Even for land installations the same thing
may be said, inasmuch as with oil the comparatively bulky
gas producers and scrubbers are not required. There is
no trouble with dust in the cylinders, and there should be
none with tar on valve faces, etc. Even as fuel for
marine steam boilers the advantages of oil over coal are
very great. Weight for weight it has at least 50 per
cent, higher evaporative efficiency. It occupies less space
per ton than coal. It can be carried in double bottoms
and other spaces unsuitable for coal or cargo. It requires
no trimming, and lessens the number of stokers necessary.
Owing to the higher temperature produced and more per-
fect combustion obtainable, more power can be realised by
its use from the same size of boiler. There is greater
regularity of power than with coal, owing to there being
no fire cleaning necessary. It can be qui^-kly pumoed
from the stores into the bunkers and the labour and dirt
* Read at the Spring Meetings of the Fifty-second Ses-
sion of the Institution of Naval Architects, April 6, 191 1.
of coaling ship are avoided. Yet with all these advan-
tages oil fuel for ships' boilers is very little used as com-
pared with coal. Leaving war vessels out of account, oil
fuel is only used on shipboard in those places where the
natural advantages render its use more economical than
coal, and by vessels which trade regularly to ports where
supplies can be obtained. For the ordinary cargo steamer
which has to seek employment all over the globe, coal is
still the necessary fuel.
It is said that unlimited quantities of oil are known to
exist well distributed throughout the tropical and tem-
perate regions of the world, and that, given a regular and
steady demand for it, commercial enterprise will place
ample supplies upon the market. Undoubtedly for many
years most of the oil raised was for the supply of the re-
fined products, petrol, lamp oil, and to a less extent lubri-
cating oil, the residuum after these had been distilled
from the crude oil being a by-product which had either to
be thrown away or used as fuel. In these conditions, with
a comparatively limited supply of residuum, its price
would naturally be determined not by the cost of raising
oil, but by the value of the coal with which it had to
compete. The market for refined oils, although large, is
not unlimited, and it is thought by some that they are at
present over-produced. The cost of distillation is a very
considerable factor. Considerations of safety render it
necessary to use in ships' boiler furnaces only fuel oils
having a comparatively high flash point. This practi-
cally shuts out from marine boiler use those crude oils
which do not contain sufficient of the lighter hydrocarbons
to make it profitable to distil them, but which contain
sufficient to give them a comparatively low flash point.
If the oils are to be used in closed cylinders instead of in
ordinary boiler furnaces there is not the same necessity for
demanding a high flash point. Experience has shown
that even the extremely volatile " petrol " can be safely
carried in bulk on board ship.
From the above it may be considered that if internal
combustion engines of the oil-burning type become common
in sea-going vesels, crude oil, rather than the residues
from distillation, will form the major portion of the fuel
employed, raised, perhaps, in places where it may be
profitable to distil some portion, but it will also be profit-
able to employ crude oils that are not suitable for distilling.
In regard to this matter it may be well to state here
that it is claimed for the Diesel engine that any oil can
be used in it which will burn completely, leaving no
residue. If this is so, the different qualities of oil must
require special experience to know how to adjust the fuel
valve to spray them properly, so as to obtain a suitable
combustion that will on the one hand consume them suf-
ficiently slowly to prevent an undue rise of pressure, such
as occurs in gas and petrol engines, and on the other will
oermit of their total combustion in the engine. There
have, however, been objections taken to this view. Mr.
Paul Rieppel, of the Maschinenfabrik Augsburg Nurnberg,
of Nurnberg, which has had much experience with inter-
nal combustion engines, has made some elaborate inves-
tigations on this point, and, after, experiments with
many kinds of oils, he has come to the following conclu-
sions : —
The various hydrocarbon oils which occur either as
natural products or as the result of distillation either of
brown coal, ordinary coal, or crude oils, may be divided
into two classes, which differ very much in their be-
haviour when raised to a high temperature. Those of
one class, when raised to such a temperature as is ob-
tained by the compression in Diesel engines, readily
decompose into free hydrogen and heavier hydrocarbons,
those of the other class at first only vaporise, or partially
vaporise, and require much higher temperatures than
that due to the compression for their decomposition. In
those of the first class the hydrogen, because of its easy
ignition, burns first, and the resulting heat enables the
remainder of the hydrocarbons to become completely
burnt, the total combustion taking an appreciable, though
small, amount of time. In the second, a very high tem-
perature is required to initiate combustion, which, when
commenced, approximates to an explosion, owing to part
of the oil having been made gaseous becoming mixed
with the compressed air, and so constituting an explosive
mixture. The latter oils, therefore, may be either not
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
375
properly consumed, or they may be burned with explosive
violence.
It should be mentioned that Mr. Rieppel states that
even these oils can be used in the Diesel engine by means
of special alterations in the design, but it would appear
that they could not be used in an engine adjusted for the
more suitable oils. In general the oils which are not
suitable appear to be the result of distillation of ordinary
coal, so that this matter is of more importance to the
users of land engines, whilst the oils made from brown
coal or from natural crude oils appear to be well suited
for Diesel engines.
There is, however, another point which requires atten-
tion. Some of the crude oils, and therefore all the resi-
dues from their distillation, contain combined sulphur.
Some oils are credited with containing as much as 2 per
cent. This element, especially at high temperatures, has
be safely used for the fuel. If, however, oils are to be
used for engine fuel which have a low flash point, or
which give off a perceptible amount of gas, it will be
undesirable to carry them in double bottoms under cargo
holds, or in spaces from which a leakage would permit of
vapours or gas penetrating into cargo holds or other
closed spaces where they would be a source of danger.
It must be remembered in this connection that some of
the hydrocarbons, creosote, for instance, have a most
objectionable and penetrating odour, capable of contam-
inating and spoiling many kinds of fine cargoes. How-
ever, as " petrol " can be safely carried in bulk, suitable
provision can be made for any kind of oil to be carried
without risk either to the vessel or her cargo.
It may be well to state here what is claimed for the
Diesel engine in the way of consumption. In an ordinary
steam engine, the power is generally reckoned as indi-
Torsion Moment in Engine with i cyl. 4 stroke Cycle. Dotted line shows the torsion moment neglecting the effect of inertia.
Z CVTLC- tCVUMOtflS
Fig I.
Indicator Diagram of Diesel
2 stroke Cycle Engine.
Fig. 3
Combined Torsion Moment in
4 cyl. 4 stroke Cycle, and in
2 cyl. 2 stroke Cycle Engine.
Dotted line shows the com-
bined moment in either case
if inertia is neglected.
an affinity for copper, and it has been found that where
oil containing sulphur has been used the valves and
fittings coming into contact with the oil must not be made
of copper or copper alloys. Fortunately, cast iron
appears to resist the action of the sulphur, and valves,
etc., made of this material have stood well where brass
valves have failed. This point shows also the advis-
ability of making all fuel pipes of steel or iron, instead
of using copper, unless it is certain that the fuel supply
will not contain sulphur.
Whilst dealing with the question of the quality of oil
required, it may be advisable to state that extended
experience has shown that the requirements of Lloyd's
Rules for oil fuel bunkers, etc., have proved their suf-
ficiency for safely dealing with heavy oils suitable for
boiler fuel, having a flash point of not less than 150
degrees F. Such oils have been through refineries, and
all light hydrocarbons have been distilled from them.
Any gas arising from them at even tropical temperature
must be very small in quantity and entirely negligible,
provision is made for dealing with any possible leakage
from any of the oil fuel compartments, and fore and aft
peak tanks and double bottoms under cargo holds may
Fig. 4. Fig. 5.
Combined Torsion Moment in Combined Toision Moment
6 cyl. 4 stroke Cycle Engine, in 8 cyl. 4 stroke Cycle, arid
and in 3 cyl. 2 stroke Cycle in 4 cyl. 2 stroke Cycle
Engine. Engme.
Dotted line shows the com- Dotted Ime shows the com-
bined moment in either case bined moment m either case
if inertia is neglected. if inertia 15 neglected.
cated horse-power. This is the work performed by the
steam on the piston, and is the gross power obtained.
It has to overcome the friction of the mechanism, work
the slide valves and the pumps, and only about 85 per
cent, in round numbers is transmitted to the shaft.
In the Diesel engine the indicated horse-power has
similarly to overcome the friction of the mechanism, it
has to work the fuel pump, the mechanism for actuating
the valves, and to supply the compressed air necessary
for injecting the fuel. In the two-stroke cycle also it
has to work the scavenging pump. These take up more
of the gross power than the accessories do in a steam
engine, and hence a less proportion of the gross, or indi-
cated power, is transmitted to the shaft than in a steam
engine. For this reason the power of a Diesel engine is
more usually expressed as its brake horse-power, that is,
the power usefully exerted outside itself.
It is usually claimed that the oil consumption per brake
horse-power per hour is 0.4 lb. when the engine is work-
ing at full power, and when working at somewhat lower
powers the rate of consumption is not much increased.
If one assumes that in a modern steam engine the
consumption of coal is 1.25 lbs. per I.H.P. per hour this
376
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
corresponds to about 1.47 lbs. per B.H.P., so that the
weight of fuel to be carried for the same voyage in a
vessel fitted with Diesel engines would be only 28 per
cent, of that of the coal necessary with ordinary steam
engines.
We will now turn to the engine itself. Its principle of
working is generally known. It is made in three forms
for marine purposes, vis. : — As a four-stroke cycle single-
acting engine, a two-stroke cycle single-acting engine,
and a two-stroke cycle double-acting engine. An essen-
tial feature of these engines is that they require, besides
their own cylinders and pistons, an au.xiliary air com-
pressor capable of producing a pressure of about 700 lbs.
per square inch.
In the four-stroke cycle engine the cylinder cover con-
tains a fuel valve, a compressed air admission valve, one
or more ordinary air admission valves, and one or more
exhaust valves. All these valves are actuated, that is,
opened, by means of cams fixed to a cam shaft, and are
kept closed by powerful springs when the cams are cut
of action. The cam shaft is driven by a two-to-one gear,
that is, it makes only one revolution for two revolutions
of the engine crank-shaft. Broadly speaking, the cams
are so arranged that the air admission valves are open
during one whole down stroke, and the e.xhaust valve
during one whole up stroke, but actually a little "lead"
is necessary. The cams for the fuel valve and the com-
pressed air valve are .so arranged that only one of these
ran be in operation at a time, so that when either is in
use the other is entirely inoperative. In ordinary
running the fuel valve is opened at the proper time when
the piston is at the top of its travel, and is closed again
Fig. 0.
when about one-tenth n{ the downward stroke has been
made. The compressed air valve is only used for start-
ing purposes, and it is kept open for a longer period,
say, for half or even more of the stroke, its range of
opening being made to depend upon the number of
cylinders used, so that when these valves are in gear
there is no position of the engine in which there is not at
leist one of them open.
In starting the engine these valves are put into gear,
and the fuel valves are, consequently, put out of action.
When the engine has made one or more complete cycles,
the compressed air valves are put out of gear, the fuel
valves commence their work, and the engine then con-
tinues its motion, working under " fuel " conditions. As
the air admission valve gear is in full action during the
starting operations, the full compression would have to
be overcome in each cylinder in turn, if it were not for a
special arrangement made to relieve part of the pressure
in order to facilitate starting. This is put out of action
when the fuel admission is put into gear.
Commencing with a piston at the top of the cylinder,
the four-stroke cycle is as follows : —
First Downstroke. — The ordinary air admission valve
is opened during the whole stroke, and the cylinder
beiomes filled with atmospheric air at the ordinary
atmospheric pressure.
Srcoiid Stroke. — The air valve is closed, and the piston
returns to the top of the cylinder, compressing the air
which has been drawn in during the previous stroke.
The clearance is so proportioned that in ordinary work-
ing at full speed the pressure becomes about 500 lbs. per
square inch, and the temperature is at the same time very
much raised. The compression is not quite adiabatic,
as the cold cylinder walls must abstract a little of the
heat from the air. If it were truly adiabatic the tem-
perature of the air would be raised from, say, 60 degrees
F. to 1000 degrees F.
During this stroke a quantity of fuel has been pumped
by the fuel pump into an annular space round the fuel
valve. When the piston is at the top of the stroke the
fuel valve is raised, and at the same time cold air from
the air-compressor reservoir at a pressure of 700 lbs. per
square inch blows the fuel into the cylinder, which con-
tains hot air, at a pressure of 500 lbs. per square inch.
The construction of the fuel valve is such that the oil
is " pulverised " or "atomised," that is, it is divided
up into a spray of very fine particles. These, upon
coming into the very hot air in the cylinder, ignite, and
the heat produced by the combustion increases the volume
or the pressure of the air. When the adjustment of the
valve is correct, the admission of the fuel and the com-
bustion proceed at such a rate that they are almost com-
pleted during the time taken for the piston to travel one-
tenth of its stroke, and during this period the pressure of
500 lbs. per square inch in maintained.
Third Stroke. — The third stroke of the cycle commences
with the combustion of the fuel as mentioned above, after
which, during the remainder of the stroke, the hot gases
in the cylinder expand until the end of the stroke is
reached.
Fourth Stroke. — The return of the piston constitutes the
fourth stroke, and during this time the exhaust valves are
open, and the burnt gases are expelled from the cylinder.
After this the cycle commences afresh.
In the two-stroke cycle single-acting engine, the
cylinder covers are similarly fitted with fuel valves and
compressed air valves for starting purposes, but the
ordinary air inlet valves and exhaust valves are replaced
by scavenge air valves. All these valves are actuated by
cams ; the cam shaft, however, in these engines rotates
at the same speed as the main engine shaft.
The pistons are made .somewhat deeper than the total
length of stroke. At the lower end of the part of the
cylinder barrel uncovered by the movement of the piston,
there are numerous ports leading into the exhaust pas-
sage. These ports have a vertical dimension of about
one-seventh stroke.
The two-stroke cycle is as follows : —
First Stroke. — When the piston is at the bottom of the
stroke the cylinder is full of pure air at atmospheric
pressure, which air has just been admitted through the
scavenge valve. During the up stroke the air is com-
pressed up to 500 lbs. pressure per square inch, precisely
as in the compression stroke of the four-.stroke cycle
engine.
Second Stroke.— The second stroke commences at the
top centre by the admission of fuel sprayed in by com-
pressed air precisely as in the previously described
engine, and the stroke proceeds in exactly the same way
until the piston has travelled about six-sevenths of the
stroke. At this point it commences to uncover the
exhaust ports through the cylinder sides. So much of
the hot gases escape through these ports as to reduce the
pressure in the cylinder to about that of the atmosphere.
The scavenge valves are then opened and fresh air
under pressure is admitted into the cylinder, blowing out
the remainder of the burnt gases into the exhaust pas-
sages. With these gases, some of the scavenge air also
passes into the exhaust. By the time the piston has
reached the bottom of its stroke the scavenge valves are
closed, but the cylinder is left full of clean air ready for
the compression stroke to commence.
There are different arrangements made by different
makers for supplying the scavenge air. In some designs
each main cylinder has its own air-compressing arrange-
ment and receiver. In other designs sometimes one and
sometimes two air pumps are provided, sometimes worked
by cranks from the crank-shaft, and in some rases by
levers similar to the method of working air pumps in
ordinary marine steam engines.
There' are also different methods of applying the scav-
enge air, one allowing it to enter through special valves
in the cylinder cover, another by admitting it at one side
of the bottom of the cylinder through ports uncovered by
May, 191 1.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
377
the piston in the same way as the exhaust ports are un-
covered. In this latter case the scavenge ports are on
one side and the exhaust ports on the other.
The volume of the scavenge air pumps is considerably
greater than that o£ the cylinders, the proportion being 1
in general not less than 1.8. This is necessary to ensure
that all the burnt gases are swept out o£ the cylinder.
As the full quantity of air dealt with by the pump must
pass from the reservoir into the cylinders every revolu
tion, the pressure to which the air in the reservoir attains
depends upon the scavenge valve openings. When these
are large a less pressure is required to force the air
through them than when they are small. Hence the
larger the openings of these valves the less load there is
thrown on the scavenge air pump.
In some designs the scavenge air pressure is as much
as 7 to S lbs. per square inch, in others it is as low as 3
to 4 lbs. above the atmosphere.
In the preceding engines the pistons are of the trunk
form. In the double-acting two-stroke cycle engine they
are necessarily made of box form, and are fitted with
piston rods, which, as they pass through the burning
gases at the lower side of piston have to be specially
cooled. The pistons also, in general, have to be cooled
by either oil or water circulation.
Water is the best cooling medium, as its specific heat
is about three or four times that of oil, but some prefer
oil as any leakage from the water circulation washes off
the lubrication of any of the rubbing parts which it
touches.
tested by hydraulic pressure to 120 atmospheres. A
safety valve is provided loaded to 60 atmospheres. The
compression of the air is attended by the deposition of
moisture from it, so 'that means of draining the steel
bottles should be provided.
Naturally there are advantages and disadvantages witn
each type of engine, and a judicious consideration of these
should determine which is the more suitable type to use
in any particular case. The two-stroke double-acting
engine will be higher than a single-acting one with the
same diameters of cylinders and stroke, but the power
will be obtained with a less number of cylinders. On
the other hand, there is considerably more complexity in
the valve arrangements, and a probability of difficulty
with piston rod stuffing boxes, to say nothing of the
trouble of cooling the pistons and rods by water or oil
circulation. There is also likely to be considerable diffi-
culty owing to want of access for overhauling. It should
be stated that no experience has been had, as yet, with
large engines of this type.
Comparing single-acting engines of the two-stroke and
four-stroke types, the former requires only half the num-
ber of cylinders which are requisite in the latter, either
to produce the same power or the same degree of uni-
formity of turning moment. The four stroke therefore
means a longer engine and necessarily a heavier one also.
The valve gear of the two-stroke engine being actuated by
a shaft with the same rotational speed as the crank shaft
is simpler than that in a four-stroke engine, and the
reversing arrangements are much less complicated. The
Fig 7.
Torsion Moment on 2nd length
of crankshaft of a 5 cyl. Engine.
Fig
Torsion Moment
of crankshaft of
on the 3rd length
a 5 cyl. Engine.
Fig. 9
Torsion Moment on the 4th length
of crankshaft of a 5 cyl. Engine.
The admission fuel valves, etc., are designed for both
the top and bottom of the cylinder. The exhaust ports
are in the middle of the length of the cylinders, and the
pistons, as in the single-acting engines, uncover the ports
at nearly the end of the stroke.
In small engines of the single-acting type the pistons
are not water or oil cooled, as it is found they may be
kept at a sufficiently low temperature by their contact
with the cylinder sides which are water cooled. A heated
piston is not so objectionable as it is in ordinary gas or
oil engine with timed ignition, as in the Diesel engine
pre-ignition cannot occur. The main objections are that
with a large piston overheating of the crown may be the
cause of structural weakness, and that the expansion of
the metal by its high temperature renders it necessary to
make the piston crown initially smaller than the cylinder
bore.
This has to be arranged in all engines, and the exact
amount of allowance is one of those points in which exper-
ience is the only guide. It may be said here that this
is a matter of e.\treme importance in those engines in
which there are no piston rods. This will be again
referred to further on.
Experiments are being made in the case of an engine
with a large diameter of cylinder to ascertain whether it
is practicable to run it without special piston cooling.
In all the types of engines highly compressed air is
needed for starting purposes, and also for the fuel injec-
tion. This has to be supplied by an air-compressing
plant worked b}' the main engine. The compression is
sometimes performed in two stages, although a three-stage
arrangement is generally used. The compressed air is
cooled at each stage. The volume of the compressor is
such as to provide a small surplus each revolution over
that required for the fuel admission in continuous work-
ing. This surplus is stored in a reservoir constructed
usually as a battery of seamless steel bottles. These are
two-stroke, however, requires the addition of the scavenge
arrangements which are absent from the four-stroke, and
the necessity for supplying the energy for working these
makes the mechanical efficiency less. On the question
of efficiency, however, it may be urged that the four-
stroke engine has to overcome the friction of the piston,
etc., for what may be called two idle strokes out of every
four, and this must, to some extent, counterbalance the
energy necessary to work the scavenging pumps. In
the four-stroke engine all the hot used gases have to
escape past the exhaust valves, which thus may become
abnormally heated. On the other hand, in the two-
stroke engine, they have to pass the bars between the
exhaust ports, and it is thought by some that although
these parts of the cylinder are water-jacketed, they must
become overheated and lose their accuracy of surface, and
it must be remembered that all the piston-rings have to
pass these bars every stroke. Extended experience will
be required to settle all these points. It may be men-
tioned that an engine is being made •jn the four-stroke
system in which the major portion of the exhaust passes
out of the cylinder through ports precisely as in the case
of the two-stroke engine, leaving only a part of the burnt
gases to be pushed out of the cylinder through the
ordinary exhaust valves.
It is instructive to carefully examine the indicator
diagram of a Diesel engine and to compare its com-
pression and expansion lines with adiabatic curves
When it is remembered that the circulating water
abstracts about one-fourth of the total heat of combustion
of the fuel, it will be seen that adiabatic conditions must
be widely departed from.
At the commencement of the compression the air tem-
perature will not be very different from that of the
atmosphere, and the air will no doubt receive some heat
from the cylinder walls. During the compression, after
its temperature rises above that of the cylinder walls, some
378
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
heat must be given up so that the pressure will not quite
reach that due to adiabatic compression.
During expansion, when its temperature is so \eiy
high, it must impart a very considerable amount of heat
to the cylinder walls, so that after combustion is complete
Its temperature, and therefore its pressure, must fall below
that due to adiabatic expansion. The fact that during
nearly all the expansion the pressure is above that of the
adiabatic curve shows that combustion must be taking
place almost throughout the stroke, and to such an extent
as to supply more heat to the gases than is being
abstracted by the cylinder sides. It is necessary for
complete combustion to take place in order to prevent the
fouling of the cylinders by the accumulation of carbona-
ceous or tarry residues, and it is this necessity for com-
pletion of the combustion, which may be termed slow com-
pared with the more rapid burning of the major part of
the fuel admitted, which limits the amount of fuel usable
per stroke. It can readily be understood that the
physical condition of the pulverisation of the fuel is of
the greatest importance. If the spraying is not fine
enough the combustion will not be sufficiently rapid,
whilst if it is too fine it may be so fast as to raise the
pressure above the 500 lbs. per square inch which should
be the maximum obtained. It would thus appear that
different adjustments of the fuel valve will be required
with different qualities of oil, which may vary in their
chemical composition and also in their viscosity. Further,
the conditions also will to some extent depend upon the
speed of the engines.
In small cylinders only one fuel valve is employed. It
is placed centrally. In very large cylinders it is thought
that more than one must be used in order to provide for
a more uniform distribution of the fuel into the com-
pressed air, but the conditions determining the number
actually necessary are matters which can only be ascer-
tained by experience.
From the results obtained with a Carels Diesel engine
ui some tests made by Professor H. Ade Clark, of Ghent,
which were published in Engineering, August 7, 1903, it
appears that the total amount of air used per stroke was
3.31 times that theoretically necessary for the complete
combustion of the fuel. This shows that the limiting
quantity of fuel which can be consumed in the engine
depends not so much upon the oxygen supply as upon the
time element, and, as above indicated, must be consider-
ably influenced by the physical conditions of the spraying.
The large amount of air used must have a considerable
influence in lessening the temperatures obtained by the
combustion, but these would be almost the same whether
the dilution was with clean air or whether some small
,,j.t of it was composed of already burned gases. w 111.
an admixture of burned gases, such as is always present,
for instance, in an unscavenged gas or petrol engine, the
combustion would probably be somewhat slower ; but it
is worth investigation whether under certain conditions
which of themselves necessitate slower running of an
engine, complete combustion, and the consequent preven-
tion of fouling of the cylinders, would not be obtained in
cases where a less than normal oxygen supply was obtain-
able. This point will be again referred to later on. It
may be noticed that in a four-stroke cycle engine there is
always a small proportion of burned air present in the
charge, as the clearance space must be left full at the
end of the exhaust stroke.
In dealing with large powers it is not to be wondered
at that there are different ideas amongst engineers who
have had e.xperience with Diesel engines as to the best
course to adopt, viz.y whether to use a large number of
small cylinders or a less number of larger ones. F'or
land engines, where very heavy fly-wheels can be adopted,
the conditions are altogether different from those obtain-
ing on board ship, and one, two, three, or any number
of cylinders, can be employed, according to the choice of
the builders, provided the fly-wheels are made sufficiently
heavy to give the steadiness of motion requisite. On
biiard ship, however, fly-wheels are not desirable, and
very heavy ones are altogether out of the question, owing
to the slowness of manoeuvring they involve.
In determining the number of cylinders requisite in
any given case it will be well to examine the torsion
moment diagrams.
It will be seen from the indicator diagrams that when
working at full power the forward pressure starts at
500 lbs. per square inch, and at the end of the expansion
it falls to less than one-tenth of this amount ; the back
pressure similarly varies from atmospheric pressure at
the commencement of the return stroke to about 500 lbs.
at its termination. These conditions are altogether
different from anything occurring in a steam engine. The
ertect of the inertia of the reciprocating parts, however,
is considerable at full speed, lessening the maximum
load upon the crank pin at the commencement of the for-
ward stroke and augmenting it towards the end, so as
to tend to give a more uniform distribution of load
taroughout the stroke, and similarly during the com-
pression stroke the inertia effect also tends to uniformity.
As, however, in starting the engine the motion has
necessarily to commence at a low speed at which the
inertia effect is negligible, it is desirable to examine the
torsion moment diagrams with the inertia neglected as
well as when under full power working conditions. The
figures showing the moments under normal working con-
ditions are reproduced from some kindly supplied by
Messrs. Sulzer Brothers. Upon some of them have been
drawn in dotted lines the conditions which apply upon
starting without allowing for the inertia.
In the four-cycle engine it will be seen that with one
cylinder only the torsion moment varies from thirteen
times the mean effective moment in a positive direction to
nearly four times the mean in a negative, a total fluctua-
tion of about seventeen times the mean.
When four cylinders are used Fig. 3 shows that the
torsion moment varies from about two and a quarter times
the mean moment to one-tenth of the mean moment in a
negative direction, the total range of stress being 2.3
times the mean. In the corresponding two-cylinder two-
stroke cycle engine the range is greater, being from a
maximum of 2.8 to a minimum of — .68 times, or approxi-
mately three and a half times the mean stress. The
figure shows that in this case the four-stroke cycle engine
will work more smoothly than the other.
Considering the four-stroke cycle engine with six
cylinders, which is the smallest number of cylinders ,d<ely
to be proposed with this type of engine, and the corres-
ponding two-stroke cycle engine with three cylinders.
Fig. 4 shows that in the former the stress varies from
1.85 to .25, a range of 1.6 times the mean, and in the
latter from 2.1 to zero. The advantage again is in favour
of the former.
Comparing a four-stroke engine with eight cylinders
with a two-stroke single-acting with four cylinders, and
a double-acting engine with two cylinders, we see from
Fig. 5 that all three engines have about equal variations
of torsion moment, the range being from 1.75 to .37 in
each case. With these numbers of cylinders the motion
approximates in uniformity to that obtained with a steam
engine with two cranks.
If we similarly examine the diagrams of a four-stroke
cycle engine with twelve cylinders, a two-stroke with six
cylinders, and a double-acting with three, we find in all
three engines a fairly uniform torsion moment, the ratio
of maximum to mean being not greater than 1.15, which is
less than is usually obtained in an ordinary triple-expan-
sion steam engine. It may fairly be said that with these
numbers of cylinders there is nothing further to be desired
regarding steadiness of motion.
In deciding upon the number of cylinders to employ in
any case considerations of the turning moments point to
a minimum of six cylinders with the four-stroke cycle, of
three cylinders with the two-stroke cycle, and that the
I larger number of cylinders employed the smoother and
better the engines will work. Against this, however, is
the fact that the larger the number of cylinders the
greater will be the number of moving parts, and the more
the attention required. More space will be demanded
for the engine, which will also become more costly. With
the larger number of cylinders, however, in general,
owing to the more evenly distributed stresses, the smaller
will be the size required for the shafting for the same
power.
When very large powers are required, the question will
arise as to the upper limit of size of cylinder permissible.
On this point there is no actual experience. It is stated
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
379
that there need be no limits of size other than those
demanded for strength considerations. With larger
cylinders, however, it is thought that multiple fuel admis-
sion valves will have to be employed. In general it is
thought that for very large powers it will be advisable
to use more than one line of shafting, keeping the sizes
and numbers of cylinders on each shaft within reasonable
limits.
One point in connection with the number of cylinders
is the question of handiness for manoeuvring. The engines
have to be started with compressed air, and when they
have commenced to move the air arrangement has to be
put out of action, and the fuel supply put into gear. In
the six-cylinder engines of the Vulcanus the starting
arrangements have been sub-divided, so that the change
over can be first made with three cylinders, whilst the
other three are still working with compressed air, after
which the change can be made with the remainder. The
experience of the readiness of handling which this method j
provides is so satisfactory, that it will be repeated in
some larger engines being made by the same firm.
Another point in connection with the best number of
cylinders to employ in any particular case arises when
consideration is given to the possibility of working the
engines in the event of the breakdown of one of the
cylinders, connecting rods, etc.
In a steam engine many casualties may occur in which
one cylinder only is disabled, and the engine can still be
worked by the remaining two without a serious loss of
power or speed, each of the remaining pistons getting a
higher pressure upon them than when working under
normal conditions. In the Diesel engine, under similar
conditions, one cylinder may be disabled, and the others
will still be able to work at their full pressure ; the loss
of work then will be less in proportion to the number of
cylinders employed.
It may be here mentioned that in the four-stroke cycle
engines actually made, or in process of building, for large
ships, either six or eight cylinders are being used per
shaft. In the two-stroke cycle single-acting engines four
cylinders seem to be preferred, whilst the double-acting
engines being built have three cylinders. Both five and
six cylinders have been proposed for the two-stroke cycle.
In a steam vessel, besides the main propelling
machinery, there are a number of auxiliaries, all worked
by steam. It remains to be considered what would be
the best way to provide for doing their work in a vessel
fitted with Diesel propelling machinery.
The more important are the following : —
(i) Steering gear.
(2) Whistle.
{3) Donkey pumps for bilge and fire service.
(4) Electric light machinery.
(5) Distillers.
(6) Steam heating apparatus.
(7) Water ballast pump.
(8) Winches.
{9) Windlass.
(10) Ventilating apparatus in passenger vessels.
Of these, the first six and the last are always required at
sea, the remainder are generally only needed when the
vessel is either in or near port.
Probably for these latter the best solution is to continue
the present practice of working them by steam from a
donkey boiler, which may be fired with oil fuel. This
boiler can be put into action only when in or about to
enter port. For the remainder there are some alter-
natives.
The electric light machinery presents no difficulty, as it
can be worked by a small oil engine of either Diesel or
other type, using the same kind of fuel as the main
engine, resulting in a similar economy of fuel as will be
obtained with the main engine.
This engine might also be used for working the pumps
for bilge and fire purposes, as these pumps are only
required on emergencies when part of the electric light
may be dispensed with. The ventilating arrangement
can be electrically driven, the motive power being the same
engine as is used for electric light. The ballast pump
may be a steam pump worked from the donkey boiler, but
it may be dealt with by working it by means of a small
separate oil engine. There remain the steering gear,
whistle, distiller, and heating appliances.
The alternatives proposed are : —
(i) Having a donkey boiler separately fired by oil fuel
continuously at work at sea for all these purposes.
(2) Utilising the heat of the exhaust gases by passing
them through an auxiliary boiler, and raising sufficient
steam for the purpose.
(3) Working the steering gear and whistle by com-
pressed air from the first stage of the compressor, which
would be made larger for this purpose.
The second alternative has much to recommend it in
view of the great quantity of heat which passes off with
the exhaust gases. According to Professor A. Clark's
tests previously mentioned, nearly one-third of the total
heat of combustion passes off in this way. In the four-
stroke cycle engine these gases have a temperature of
about 700 degrees Fahr., and are, therefore, capable of
giving a good useful effect in a boiler. In the two-stroke
cycle, however, owing to the dilution of the hot gases
with the excess o£ the scavenging air, the temperature
will be much less, and will probably be not greater than
400 degrees Fahr.
Besides these auxiliaries the Diesel engine requires
some of its own. The quantity of circulating water re-
quired to keep the cylinder cool is very large. This is
probably best supplied by a pump worked from the main
engines, but in view of a possible derangement of this
pump it will be desirable to have also a separate connec-
tion with the ballast pump. The air compressors for
supplying the compressed air used for injecting the fuel
will also be worked by the main engine, but a supple-
mentary compressor will be necessary to kegp up the
supply of air which is used in manoeuvring. This must
be worked by a separate engine.
Further, in the event of the receivers losing the air
pressure from any cause, it is necessary to have another
small engine which may be started without compressed air
(say, a small paraffin engine), in order to obtain a suf-
ficiency of compressed air, preferably in a small separate
reservoir, to start the auxiliary compressor engine.
The size of the auxiliary compressor demands attention.
Where an ample volume of reservoir is provided a com-
paratively small compressor is sufficient, as it can be kept
working continuously, whilst the demand for air for
manoeuvring is intermittent. If, however, it is desired
to consider it as a provision against a breakdown of the
main compressor it must be made nearly as large as the
main. The quantity of air delivered through the fuel
valve depends upon the time the valve is open, and as
the proportion of this to the time taken for a revolution
of the engine is fixed, it follows that each cylinder will
use about the same quantity of air per minute irrespective
of the number of revolutions ; that is, the air supply
required will be the same whether the engine is running
fast or slowly. If, therefore, a small auxiliary com-
pressor is used for the main engines, the only way to keep
up the pressure necessary to inject the fuel will be to shut
off some of the main cylinders entirely, working only with
a similar proportion of the whole to that which the capa-
city of the auxiliary compressor bears to that of the main
compressor.
As a security against breakdown of the main com-
pressor, therefore, it would appear that it is advisable to
have it designed so that all working parts are easily
accessible, and to provide a spare piece for each part
which is likely to become deranged.
With regard to the upkeep of the engines much can be
said. Up till recently these engines have been designed
to meet conditions of service on land differing very con-
siderably from those at sea. On land it rarely happens
that the engines are worked continuously day after day
without stopping, and still more rarely without a weekly
stop. These give opportunities for cleaning and for small
adjustments. At sea they are required to work continu-
ously. The present marine steam engine is the result of
many years' experience and evolution, and if the Diesel
engine is to be successful at sea it must be made in accord-
ance with marine engine practice wherever possible.
On land it is customary to have the connecting rod
working on a gudgeon secured inside the trunk piston.
The piston itself serves as a guide. Marine engineers are
accustomed to have the gudgeon exposed to view, its
38o
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
adjustineut can then be quickly and accurately accom-
plished, and it can be ascertained at every stroke whether
Its lubrication is satisfactory.
In a double-acting steam engine the alternate thrust and
pull of the connecting rod always tend to keep the guide
surfaces in contact ; that is, the load on the guide is
always one way, and if there is any slack there is no blow
and noise. In a Diesel single-acting engine the impulse
on the down stroke and the compression on the up stroke
requires the guides to be on opposite sides ; hence, if
there is the least slack due to wear in the guides, there
is a knock both at top and bottom of the stroke. This,
for an engine to run continuously, necessitates adjustable
guides. The net result is that the gudgeon should be
outside the piston, and should have separate adjustable
guides, as in an ordinary steam engine. In other words,
a piston should be used as a piston only, and should not
fulfil the dual functions of piston and guide.
In land engines it is a satisfactory arrangement to have
the guides bored out to cylindrical surfaces, which can
be made axially true with the cylinders. This would
not be satisfactory for long in a marine engine, as, owing
to the wear and possibly to the yielding of the thrust, the
crank shaft gradually works forward. If the guide sur-
faces are plane, a little wear of this kind does not give
trouble. Too much attention cannot be given to the
lubrication of the pistons in the cylinders. In the steam
engine practically none is required, but in the Diesel
engine it is necessary
that the whole of the rubbing sur-
faces should be well 'lubricated. The lubri, ation is forced,
and the arrangement should be such that, for each part
requiring it, the oil supply, drop by drop, should be
visible so as to render it positively certain that no de-
ficiency is occurring. It is desirable also that the water
circulation of each part should be controllable.
In marine engines built crank shafts have almost en-
tirely superseded solid ones, and marine engineers are not
likely to go back from their use. This will necessitate
the strokes of Diesel engines being made longer, in pro-
portion to the diameters of the cylinders, than is usual m
land practice.
Much more consideration will have to be given to the
accessibility of every working part than has been done in
some designs. Every part of the engine which requires
periodical inspection or occasional adjustment must be made
easily accessible. Provision must be made for the possibility
of renewing the crank shaft without lifting the engines out
of the ship.
In short, the Diesel marine engine should be Diesel only as
regards the cylinders and their accessories, and should be
of the ordinary marine type as regards all the rest of the
engine. u 1 j
In some designs of two-stroke cycle engine each cylinder
has been arranged with its separate scavenge pump. In
other designs one large double-acting pump supplies all the
cylinders. In the former arrangement, if one cylinder fails
from any cause the remainder are not interfered with, and
if a scavenge pump valve gives out, only the one cylinder
which the pump serves will be disabled. Where, however,
one large pump .serves all the cylinders, while it is recognised
that the arrangement of the pump v\'ith one piston and one
mechanicallv worked valve is very simple and most unlikely
to get out of order, yet it must be admitted that its failure,
if it does occur, will occasion a complete stoppage of the
engine. .
Possibly in recognition of this, some recent designs provide
for two independent scavenge pumps, both requiring to be
in use under normal working conditions. It is improbable
that both can be damaged at one time, and seeing that the
air supply in each cylinder contains three times the quantity
of oxygen cheniicallv necessary for the complete combustion
of the fuel, it is expected that in the event of one pump only
being at work there will be sufficient air supplied to either
work all the cylinders with a reduced fuel supply, or to work,
say, three out of four of the cylinders at nearly full power.
It will not be out of place to discuss rules for determining
suitable sizes of shafts for Diesel engines. In a steam engine
it is usual to consider only the steam pressure cylinder
diameters, and stroke as affecting them. In other words,
the shafts are proportioned to the torsion moment only,
and the bending moment which has to be borne by the crank
shaft is ignored, or, at most, is only indirectly allowed for
by considering it to be proportional to the torsion moment.
In a Diesel engine, however, the bending moment is the more
important of the two, and demands to be taken into account.
It is not difficult to ascertain the torsion moment with
precision, but the case is different in regard to the bending
moment. Where a shaft is supported on two bearings only,
it is usual to consider the bending moment it sustains at any
part to be equal to that which would be borne by a girder
supported at the bearings and loaded at the position of the
crank pin. This assumes that there is no bending moment
at the bearings, and that the greatest bending conies upon
the crank pin. Where, however, the crank shaft is supported
at several bearings, the actual bending moments upon it
depend upon the distribution of the supporting forces between
the several bearings. It is generally considered that as
regards bending moments the shaft is under the condition
of a continuous girder, fixed in position, not merely supported,
at each bearing. This assumption involves a bending moment
at the bearings about equal in intensity, although of opposite
direction, to that at the crank pin. If the load on the crank
pin is assumed to be concentrated at its centre, and the points
of fixity of the bearings are at the centres of the journals,
then the greatest bending moment upon a crank shaft will
be given by
Mj = Jth load X length between centres of bearings.
This is the amount of the bending moment, which has
been taken in the following calculations. It is not put forward
as being absolutely correct, but it is considered that it is
sufiiciently accurate to enable it to be used as a basis of
comparison of the stres.ses in similar engines.
If the bending moment only were considered, then in
engines of various proportions, assuming the same initial
pressure and fuel supply, a rule doc v D^ L would be suitable.
If we consider torsion moments only, the rule would be
doc y'D^S where
d = diameter of crank shaft.
D = diameter of cylinder.
S = stroke of piston.
L = space between centres of bearings.
As, however, both moments must be considered, it can be
! . shown that a suitable rule can be made of the form
i = .^z DMA X S -I- B X L).
where A and B are co-efficients whose proportion to one
another depends upon the relative magnitudes of the bending
and torsion moments, and whose actual amounts depend
upon the working factor of stress deemed to be suitable.
In the comparisons which will be made it is assumed that
it is desirable to have the same margin c^f security in the
shafts of marine Diesel engines as experience has shown to
be necessary in those of marine steam engines. For these
latter the rules of Lloyd's Register have been taken as fixing
a minimum size.
In determining the load which is actually exerted at any
moment upon the crank pin. reference is made to the indicator
diagram which shows the pressure exerted on the piston.
Allowance then has to be made for the effect of the inertia
of the reciprocating parts and for the obliquity of the connect-
ing rod.
The effect of the inertia is to render the actual load on the
crank pin less than that on the piston during the first part
and greater during the latter part of the stroke. The amount
of this difference between piston and crank pin loads is neg-
ligible when the engines are running slowly, but is considerable
with high speeds. At about the middle of the stroke there
is no difference at any speed, and as it is at this part of
the stroke that the leverage of the crank is greatest, it is
found that the inertia effect is not so important when dealing
with torsion moments as it is when bending moments are
concerned, seeing that the latter do not depend upon the
angular position of the crank at all.
As regards the rotatory motion of the engine as a whole,
where there are two cranks at right angles, if the reciprocating
weights upon each are equal, the effect of the inertia on one
crank almost exactly balances that on the other, so that
the estimated combined torsion moment has the same value,
whether the effect of inertia is taken into account or not.
If there are three cranks equally spaced at 120° apart and
equally loaded, the combined effect of inertia is also very
small, although not quite so small as with two cranks.
I
May, 191 1.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
381
TABLE I.
Showing the Values of the various Maximum Torsion, Bending, and Combined Moments coming upon the Crank Shafts of Diesel
Engines, the product of Piston Load and Stroke being taken as i-oo, and Inertia being neglected. The space between
centres of Bearings is taken as 1-2 times the Stroke. These data refer to an Engine with mean effective pressure of 1 16 lbs.
per square inch.
Maximum
Tunnel Shaft Torsion
Moment.
Crank Shaft under Full Load.
Crank Shaft allowing for Power absorbed
by Compressors.
Torsion
Moment on
c
Tunnel
S'o
Shaft.
allowing for
Max.
Torsion
Moment
Bending
Equivalent
Bending
Equivalent
Power
z"
^,
Moment at the
Max. Moment
Max. Torsion
Moment at the
Max. Moment
absorbed by
Instant of Max.
estimated as
Moment.
Instant of Max.
estimated as
Com-
Torsion.
Bending.
Torsion.
Bending.
pressors.
I
•300
■037
•300
■124
•254
•296
•124
•252
•296
i:
•300
•074
•300
•124
•254
•^93
•124
•250
•293
3
•261
•I II
•300
•124
•^54
•288
•124
•247
•250
4
•26:
•148
•330
•124
•272
•315
•124
•263
•246
5
•250
•185
•354
•124
•287
■336
■124
•276
■232
6
•261
■222
•362
■124
•292
•340
•124
•278
•239
8
•320
.296
•420
•124
•328
•390
•124
■30Q
■291
TABLE IL
Showing the Values of the various Maximum Torsion, Bending, and Combined Moments coming upon the Crank Shafts of Diesel
Engines, the product of Piston Load and Stroke being taken as i-oo, and Inertia being neglected. The .space between
centres of Bearings is taken as i-2 times the Stroke. These data refer to an Engine with mean effective pressure of 94 lbs.
per square inch.
Maximum
Tunnel Shaft Torsion
Moment.
Crar
k Shaft under Fu
11 Load.
Crank Shaft allowing for Power absorbed
by Compressors.
Torsion
Moment on
2
Tunnel
••S
Shaft,
H
allowing for
Max.
Torsion
Moment.
Bending
Equivalent
Bending
Equivalent
Power
z"
Ma.^. Moment
Max. Torsion
Moment at the
Max. Moment
absorbed bv
Instant of Max.
estimated as
Moment.
Instant of Max.
estimated as
Com-
Torsion.
Bending.
Torsion.
Bending.
pressors.
I
•262
•033
■262
•124
•232
•2iq
■124
•230
•259
2
■262
■065
•262
■124
■232
•25. -
•124
•228
•256
3
•228
■097
•262
•124
•232
•2^2
•124
•226
■218
4
•228
■129
•288
•124
•247
•275
■124
•239
■215
5
■219
■162
•309
■124
■260
•293
•124
•250
■203
6
■228
■194
■317
■124
•265
•298
•124
■253
■211
,S
■280
•259
•367
■124
•295
■341
■124
■279
•254
TABLE III.
Mean Results Obtained from Tables I. and II.
"0 ^
•U'O
Tunnel Shaft Torsion
Moment.
Crank Shaft under Full Load.
Crank Shaft allowing for Power absorbed
by Compressors.
Maximum
Torsion
Moment on
Tunnel
Shaft,
ts
lu
Maximum.
Mean.
Mai.
Torsion
Moment.
Bending
Moment at the
Instant of Max.
Torsion.
Equivalent
Max. Moment
estimated as
Bending.
Max. Torsion
Moment.
Bending
Moment at the
Instant of Max.
Torsion.
Equivalent
Max. Moment
estimated as
Bending.
allowing for
Power
absorbed by
Com-
pressors.
I
•281
•035
•281
•124
■243
•278
•124
•241
•278
2
•281
•070
■281
•124
•243
•274
•124
•239
•275
3
•245
•104
■281
•124
•243
•270
■124
■^37
•234
4
■245
•139
•309
•124
•260
•295
•124
■251
•231
5
•235
•174
•332
.124
■274
•315
•124
•263
•218
6
•245
■208
•340
•124
•279
•319
•124
■266
■225
8
■300
■278
•394
•124
•312
■366
•124
•284
•273
3'*^-
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, igii.
With four cranks equally spaced the effect is that ot two
pairs at right angles, and is therefore also negligible. In
general where several cylinders are employed, the combined
torsion moment will show the same result whether the inertia
is included or not.
Seeing that all engines have to be started and stopped,
nnd that from the time they are started they have to progress
through all ranges of speed from very slow up to full speed,
it is necessary in their design to consider all the conditions
under which they work. From what has been said, it is
clear that if we neglect the inertia and provide for the con-
ditions at starting, those occurring at full speed will be less
onerous, and will therefore also be fully met.
In the comparisons of Die.sel engine shafts with those of
steam engines the inertia effect has therefore not been taken
into account in either case, it being considered that by
taking the most severe conditions in both cases a proper
comparison will result.
For the Diesel engines with varying numbers of cylinders
the particulars of piston loads taken are from data kindly
supplied by Messrs. Sulzer Brothers relating to a marine
engine made by them to work on the two-stroke cycle, single
acting. The indicator diagram is an actual one taken whde
full power was being developed. The initial pressure is
500 lbs. per square inch, the mean forward pressure is 1 7 1 -5 lbs.
per square inch, the mean pressure during compression is
5 1;-5 lbs. per square inch. These figures give a mean effective
pressure of 116 lbs. per square inch.
Fig. I shows the indicator diagram.
Fig. 2 shows the torsion moment whicli would occur at
every position of the crank throughout one revolution in
an engine with one cylinder only.
This diagram is important, as being the basis of a series
of diagrams which were obtained by superimposing diagrams
like Fig. 2 upon one another with the starting points in the
positions appropriate to the positions of the cranks.
This series included the cases of two, three, four, five, six,
and eight cylinders respectively, and from them the results
given in Tables I.. II.. and III have been obtained. When
the whole of the cylinders are thus taken account of the
combined diagrams give only the torsion moments on the
shafting abaft the aftermost crank pin. and thus apply only
to the aftermost journal of the crank shaft and to the thrust,
tunnel and screw shafting.
To determine the torsion moments on the other journals
of the crank shaft a similar procedure has been taken. As
an example of the method the case of a five-crank engine
is illustrated in Figs. 7, 8, and 9.
If we consider the forward crank shaft first, it is seen at
once that this part of the crank shaft is precisely in the
condition of the shaft of a single-cylinder engine as shown
in Fig. 2. The conditions of the other crank shafts will
depend upon the sequence in which the cranks are arranged.
It is probable that the arrangement which will best meet the
requirements of this kind of engine is that shown in Fig. 6,
the figures denoting the numbers of the separate cranks
counting from forwards In this arrangement each crank
is as nearlv as possible opposite to its next neighbours.
With this arrangement Fig. 7 shows the torsion moment on
the aft journal of the second length ot crank shaft. Fig. 8
that on the similar journal of the third length, and Fig. 9
that on the fourth. From Fig. 7 is seen that in the second
length the maximum positive and negative torsion moments
are the same in amounts as in the first length of shaft. Fig. 8
shows that on the third length there is a maximum torsion
18 per cent, greater than that on the first sliaft. but there
is a less negative moment. Fig. 9 shows that on the fourth
shaft there is the same maximum tension as on the third,
with a slightly greater negative moment.
The figures given in the tables show that, whereas a pro-
gressive increase in the number of cylinders from i to =;
actually decreases the maximum stress on the tunnel and
screw shafts, each increase in the number of cylinders above
three produces an increase of the stress upon the crank shaft.
It is seen from Fig. 2 that the maximum torsion moment
" is three-tenths of the product of the piston load and the
stroke. In Table 1. the values of the torsion and other
moments are given in this proportion, the product of the
piston load and stroke being taken as unity.
When the bending moment is considered, it is found that
the greatest intensity docs not occur at the same instant
as the maximum torsion stress. If we consider the case of
an engine with the distance between the centres of bearings
equal to I -2 times the stroke, the maximum bending moment,
which occurs when the crank is on the centre, will be -15 x
load xstroke. The bending moment, however, which has
to be considered is that which occurs at the same instant
as the greatest torsion moment, and it is only -825 times
that of the maximum amount.
In determining the effects of the torsion and bending
moments combined, the usual formula has been taken.
viz. :■ —
M<; = -35 MJ-I--65 v^Mj^-l-M,^
where
M( is the combined moment estimated as a bending
moment.
Mj is the actual bending moment.
M( is the actual torsion moment occurring at the same
instant.
The values obtained for M^ are given in the tables. They
will enable the size of the crank shaft to be determined,
provided a definite value for the intensity of stress is agreed
upon.
A similar set of calculations has been made, using diagrams
obtained when working at ordinary full power in an engine
made bv another maker. These diagrams do not show so
large an amount of power as those previously referred to.
but. as they represent good practice, the values obtained
from them have been given in Table II.
It has been thought desirable to use the mean of the two
results to compare with the mean of results obtained from
marine engines. The mean results have been stated in Table
III.
In the Diesel engine a considerable amount of compressed
air has to be provided for the injection of the fuel, and in
the case of the two-stroke cycle engine the scavenge air
also has to be compressed, the power required for these
operations is usually obtained from the forward end of the
crank shaft, but sometimes the various compressors are
worked by levers actuated by the motion of one of the pistons.
Where tlie power is obtained from the forward end of the
crank shaft, the arrangement lessens the torsion moment
upon all the shafting by an amount equal to that absorbed
by the compressor. If it is assumed that 10 per cent, of
the gross power is used in this way. and that the compressors
are so designed as to use a fairly consistent torsion moment,
the resulting effects on the shafts of the various engines are
included in Tables I., II. and III.
In order to determine a proper value of the intensity
of stress to be used for crank shafts for marine Diesel engines
so as to preserve the same factor of security as that which
obtains with the shafts of steam engines doing similar work,
the particulars of seventeen engines by eleven different
makers of repute were taken ; these are given in Table IV.
The torsion moment diagrams have been calculated for three
of the engines, viz. : — Nos. 3. 7 and 11, and in these cases
the ratios of maximum to mean stress were found to be
1-24. 1-28, and 1-261;. giving an average value of 1-262.
This has been assumed to be a reasonable value to take m
the calculations of all the engines.
From the diagrams which were made, it was apparent
that, if the sum of the torsion moments of the high pressure
and intermediate pressure only were considered, their com-
bined effect had at no instant a maximum greater than the
maximum of the combined moment of the three engines.
In other words, the maximum of the two engines does not
occur near the points where the low-pressure moment is
negative. It was also found that, even allowing for the
somewhat greater load, which, in two cases out of the three,
came upon the intermediate pressure piston than upon the
low-pressure piston, the effect of the combined bending
and torsion moment upon the intermediate crank shaft
always fell short of the combined effect on the low-pressure
crank shaft. In the case of steam engines, therefore, the
aftermost crank shaft is somewhat more stressed than either
of the others, and it is, therefore, this shaft only which has
been dealt with.
(To be continued.)
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
383
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
[From our Own Correspondent.)
Four Months' Clyde Output. — The output of new shipping
on the Clyde for the first quarter of the year amounted to
over 126,700 tons, and by the end of .\pril this will in all
likelihood be augmented by a monthly output much higher
than the average. The total for the four months will not
fall far, if anything, below the 180,000 tons of the corres-
ponding period of 1907, which was a record figure. The
Fairfield Co., Govan, are about to prepare the launching
make-up of the 8000-ton liner for the Union Castle Co.'s
South African mail service ; and a sister ship for that Com-
pany is also nearing the same stage in the yard of Messrs.
Barclay, Curie & Co., Whiteinch. The following notes refer
to the 'most important of the bookings during April: —
The London and Glasgow Shipbuilding Co., Ltd., Govan,
whose launch of the cruiser Yarmouth on April 12th is re-
ferred to at length, along with an illustration, on another
page, are laying the keel and double bottom of a steamer
of 400 ft. length to the order of Messrs. T. B. Royden and
Co., of the Indra Line, Liverpool.
Messrs. D. & W. Henderson & Co., Partick, have booked
an order for a steamer of fully 8000-tons carrying capacity,
from Messrs. Maclay & Mclntyre, Glasgow.
Messrs. Alex. Stephen & Sons, Ltd., Linthouse, have
received from Messrs. Maclay & Mclntyre an order for an
8000-ton steamer similar to that above noted as having
been ordered from Messrs. Henderson & Co.
Messrs. Lobnitz & Co., Renfrew, are the successful tenderers
for the additions to be made to the Clyde Trust dredging
plant. The trustees have ordered a powerful bucket dredger
at the price of £39,000, and four hopper barges of 1200-tons
capacity at the total price of £76,000. Messrs. Lobnitz
and Co.'s tenders were the lowest sent in. The Trustees
have also agreed to invite tenders for a new twin-screw tug
1 1 1 ft. long overall , 2 3 ft. moulded breadth, and 1 2 ft. moulded
depth. A suggestion to equip the boat with a salvage pump
has been reserved for further consideration.
Messrs. Fleming & Ferguson, Paisley, have received an
order from the Port of London Authority for two bucket
ladder dredgers. With one dredger already completed, and
one launched on April 13th, this makes four dredgers which
have been ordered from the Paisley firm by the Port of
London Authority. The vessel launched on April 13th was
the India, which is intended to dredge in the Thames, and
can work at a depth of 45 ft.
Messrs. John Fullerton & Co., Paisley, have received an
order for the construction of a steamer of about 170 ft. in
length for New Zealand owners.
Messrs. William Beardmore & Co., Ltd., at Dalmuir Works,
are now proceeding with the laying down of the two 8ooo-ton
steamers for the Adelaide Steamship Co., Adelaide, South
Australia, the order for which they received in March, and
they have recently secured from the same Company the order
for a third steamer of similar size and character. The launch
from this yard on May ist of the super-Dreadnought battle-
ship Conqueror will be the shipbuilding event of the year on
the Clyde. This ponderous ship, which will be named by
Lady Pentland. wife of the Secretary for Scotland, will, when
complete, have a displacement of 22,500 tons — the heaviest
naval vessel vet produced on the Clyde.
Messrs. Murdoch & Murray, Port Glasgow, have con-
tracted to build a steel screw passenger and cargo steamer for
service on the Amazon, the machinery for which will be made
by a Glasgow firm.
Messrs. Robert Duncan & Co., Port Glasgow, have booked
an order from Messrs. W. S. Miller & Co., Glasgow, for a
steamer of single-deck type to have a deadweight carrying
capacity of 6400 tons. Engines and boilers will be supplied
by a Glasgow firm.
Messrs. The Scott Shipbuilding and Engineering Co., of
Greenock, are now busy putting the finishing touches to
the battleship Colossus, which has returned from the
South after having successfully undergone all her official
trials. Besides the Ajax, a battleship of greater size still,
the firm have on hand, in a well-advanced state, another
item for the Navy of considerable interest. This is the sub-
marine depot ship Maidstone, the order for which was placed
in August last year, and she is the first vessel of the type to
be constructed. She is 360 ft. long by 45 ft. beam, and will
provide berthing, victualling and storage accommodation for
a flotilla of about sixteen submarines. She is in fact more a
submarine floating dock than a ship, as she includes in her
equipment foundries and workshops of various kinds, all for
repairing the vessels which she is to attend. She will also
carry a large number of torpedoes for submarines and specially
constructed tanks on board will carry sufficient gasoline to
enable the submarines to be recharged without the necessity
of their returning to port, thus greatly extending their radius
of action.
Messrs. The Greenock and Grangemouth Dockyard 'Co.
are to build in their Grangemouth yard a steamer 230 ft. in
length for the carriage of coal in the .\ustralian trade. The
vessel, which will be engincd by a Glasgow firm, will carry-
about 2000 tons deadweight on a light draught and will have
a speed of 1 1 knots.
Messrs. George Brown & Co., Ltd., Garvel Shipyard,
Greenock, have booked the order for two small coasting
steamers for Liverpool owners, the machinery for which will
be supplied by Messrs. Gouldie, Gillespie & Co., Glasgow.
Greenock Engine Works Extension. — Scott's Shipbuilding
and Engineering Co., Greenock, have under progress and in
contemplation extension to their works intended to deal
with large boilermaking work, sheet iron work and copper
work, a large proportion of which work has hitherto had to
be procured from firms outside Greenock. To make room
for the necessary extension of works the 'Company have
applied to the Dean of Guild Court for leave to take in por-
tions of two streets adjoining the works on payment to the
Corporation of an agreed sum by way of compensation. The
total area available is about 57,500 square feet, and it will
be entirely covered by buildings constructed of rolled steel
framework, having brick and corrugated sheet filling and glass
roofing. There will be three bays, each about 450 ft. long,
having a span of 50 ft. and equipped with overhead travelling
ranes. The height from the ground to the top of crane
rails is 30 ft., to the lowest point of roof 38 ft., and to roof
apex 50 ft. It is also intended to add a new bay to the exist-
ing heavy boilermaking shop on the south side of the Cale-
donian Railway.
Messrs. The Ailsa Shipbuilding Co., Ltd., Troon, will launch,
probably on May ist, a large steel schooner-rigged racing
yacht to be named Water Witch. Her lead keel weighs
over 100 tons, 86 tons of which were run in in a molten state.
Castings for the Cunard Liner " Aquitania. " — Although as
yet there is little that is tangible in Clydebank shipyard to
evidence the contract Messrs. John Brown & Co. have on
hand for the building of the new leviathan Cunard liner
Aquitania. 50,000 tons register, work on preliminaries is
busily proceeding. The important work of manufacturing
the cast-steel stern frame, main and smaller propeller-brackets,
rudder-frame, etc., has been entrusted to the Darlington
Forge Co., Darlington, who were also responsible for the
stern frames, brackets, and rudders not only of the
Lusitania and Mauretania, but also of the \\'hite Star steam-
ships Olympic and Titanic now building at Belfast. Al-
though details of the design and dimensions of the castings
for the Aquitania are not finally settled, it is understood that
they will have an aggregate weight of nearly 300 tons, sur-
passing in size and weight any other marine castings yet
manufactured.
The Caledon Shipbuilding Co., Ltd., Dundee, launched on
April 12th the screw steamer Warner, for the Clyde Shipping
Co., Glasgow. This is the second vessel which has left the
stocks of the Caledon Co. for the same firm within two months,
and the twenty-first built by the Caledon Co. for the same
owners.
Motor Cruisers and Yachts form a not inconsiderable
portion of the lighter class of shipbuilding and engineering
carried out each year on the Clyde, and with the near ap-
proach of the season, new pleasure craft are about to be sent
afloat. Messrs. Wm. Beardmore & Co., Dalmuir, have in
a well-advanced state the oil engines of 120 i.h.p. for the new
steel cruiser building from their designs for the Marquis of
Graham. Intended for coastal cruising in all weathers, the
new vessel, which is 80 ft. on load water line, will carry a
crew of six hands. Mr. Wm. Fyfe, of Fairlie, is building
384
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
and will shortly launch for his own use a twin-screw yacht
of 63 ft. length, which will be driven by two sets of 30 h.p.
four-cylinder paraffin engines. At Tarbert, Loch Fyne, a
motor cruiser of 43 ft. length, for a Clydeside owner, and one
of 53 ft. for owners in the South of England, are in an ad-
vanced stage of construction ; and at Rosneath on Gareloch
a 43-ft. craft of good power for Clydeside owners is almost
ready for delivery.
Trawlers and Drifters continue to form the major portion
— certainly as regards number — of the vessels launched by
North-east Coast of Scotland shipbuilders. Even as far
north as Inverness, Fraserburgh etc., steam and motor
drifter building, has made remarkable progress within less
than two vears.
The Inverness Steam Drifter Co., Ltd., have already four
drifters launched from the Thornbush Quay, while Messrs.
John Macdonald & Co., Ltd.. launched their fourth vessel
from their boatyard opposite Thornbush Quay on April 1 5th,
this vessel being 82 ft. keel and 18 ft. beam. Provost Birnie,
at the ceremony of naming the vessel, said the firm were the
pioneers of drifter-building in Inverness, and were fortunate
in now having the Rose Street Foundry Co., Ltd., to do the
engineering work in connection with drifter building.
Messrs. Scott & Yule, Fraserburgh, on April 15th launched
a wood steam drifter for Messrs. Meff Bros., fish salesmen,
Aberdeen, and Mr. Chas. Brown, fisherman. Cockenzie.
The vessel, named Lizzie Brown, is 94 ft. in length overall.
Triple-expansion engines will be supplied by Messrs. John
Lewis & Sons, Aberdeen.
Messrs. Alex. Hall & Co., Aberdeen, also launched, on
April 15th, a steam drifter built to the order of Messrs. George
Flett & Sons, Findochty. and named Lizzie Flett. The
dimensions are :— Length' 80 ft. ; breadth. 18 ft. 6 in., and
depth, 9 ft. 9 in., and she will be fitted with triple-expansion
engines supplied by the builders.
Messrs. Hall, Russell & Co., Aberdeen, are at present
building a steam trawler for the Admiralty, and an order
from the same quarter has recently been placed with the
John Duthie Torry Shipbuilding Co., Aberdeen, for two
large steam trawl vessels to be used in connection with the
new trawler section of the Naval Reserve.
Mr. James Weatherhead, Eyemouth, launched on April
14th a fishing vessel which will be propelled by a crude oil
engine to be installed by Messrs. Bolinder cS: Co., Stockholm.
The vessel, named Bolinder, is a drifter 82 ft. 9 in. in length,
and will be fitted with reversible twin-cylinder engines of
120 b.h.p. working on the two-cycle principle. She will have
a speed of :o miles per hour, the consumption of fuel costing
2s. per hour. The cost of the vessel is £2050.
THE TEES AND HARTLEPOOLS.
[From our Own Correspondent.)
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard,
are reported to have secured an order to build a coaster
for Messrs. F. H. Powell & Co., Liverpool, also a small cargo
steamer of about 3,200 tons deadweight for Messrs. Furness.
Withy & Co.. West Hartlepool. They are reported likely
to secure an order from Messrs. Elder, Dempster & Co..
Liverpool, who have sold the s.s.'s Port Antonio and Port
Roval recently to foreigners.
Messrs. W. Harkess & Co. are fairly busy, and are reported
to have booked an order for a small steamer.
Messrs. Richardsons, Westgarth & Co. have booked the
order to supply a set of Diesel oil engines of about 1,000 I. H.P.
on license from the English Diesel Engine Co., and Messrs.
Carels Freres. of Ghent, to be fitted to the cargo boat to be
built by Messrs. Sir R. Dixon & Co., Middlesbrough, to the
order of Messrs. Furness, Withy & Co., West Hartlepool.
They are fairly busy both on marine and land work.
Messrs. Smith's Dry Dock Co., South Bank are very
busy with work on hand in all departments, and are expected
to secure an order for some trawlers that are in the market.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. keep busy with work on
hand, but nothing new is reported since last month.
Messrs. Craig.lTaylor & Co. have secured an order to build
a steamer 380 ft. long. 51 ft. 3 in. beam, through Messrs.
S. C. Chambers & Co., Liverpool, for Liverpool owners, on
the Isherwood principle. They are also very busy with work
on hand.
Messrs. R. Ropner & Son are reported to have secured
an order for a cargo steamer for foreign owners.
Messrs. Blair & Co. are now very busy. They are reported
to have secured another order, which, with the work on hand,
will keep them fully occupied for some months to come.
West Hartlepool.
Messrs. Furness, Withy & Co. have sold the s.s. Ringwood,
of 900 gross tons, to a firm in Constantinople for about £4,000.
The s.s. Dakome, recently reported, has been sold to Messrs.
Mihran Effendi, Constantinople.
Messrs. W. Gray & Co. are reported to have booked an
order for a cargo steamer, and are very busy with work on
hand, being well booked up for some months to come.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Dockyard, have sufficient work on hand to keep them busy
all this year, having recently booked an order for two steamers
of about 290 ft. long for foreign order.
The Central Marine Engine Works are very busy, having
booked the order to supply all the machinery for the ships
building by Messrs. W. Gray & Co. They also have a large
order on hand for auxiliary machinery for a French firm.
Hartlepool.
Messrs. Richardson, Westgarth & Co., Ltd., have booked
the order to supply the engines and boiler for the two cargo
steamers to be built by Me.ssrs. Irvine's Shipbuilding Co. at
their Harbour Dockyard ; also two sets of machinery of
about 1 .800 I. H.P. for two steamers to be built at the Middle-
ton Yard of the same house. They are also busy in their
general and turbine departments.
Messrs. Irvine's Shipbuilding & Dry Dock Co. (Middleton
Yard), are very busy, and are reported to have secured the
order to build two large cargo steamers for Messrs. Furness
Withy & Co., al,so a small steamer for foreign owners.
THE HUMBER AND DISTRICT.
(From our Own Correspondent.)
HULL, as the third seaport of the United Kingdom, is
grov.-ing by leaps and bounds. The North-Eastern
Railway riverside quay, built outside the .\lbert
Dock Promenade, is a great asset to the railway company ;
it has cost many thousand pounds to bring it up to its present
efficiency. Goods are handled with large hydrauhc cranes
right into railway trucks and despatched into the Midland
districts, and every facility is provided for the passengers.
The station is fully equipped and channel steamers arrive
and depart any state of the tide. The public of Hull have
lost the right of way alongside the river front owing to the
attitude of the railway company. The question of the
public rights has been taken up and the company has offered
to build a promenade 12 ft. wide over the existing warehouses
for a distance of between 800 to 900 yards, the cost amounting
to about £5000 and to maintain same. Probably the public
and Corporation will be better off by accepting the company's
terms, and the people will have a better view of the departing
and inward steamers on the Humber. The company is nov,'
endeavouring to lease land from the Hull Corporation (Wes-
tern reservation land) to build on and require a twenty years'
lease. It would be a great deal better if the Corporation
would keep this land and build two graving docks, as these
would do the city a great deal of good. The present docks
are in the hands of railway companies, hence heavy tariffs,
and steamers proceed to Bristol Channel and Tyne ports to
use graving docks.
Messrs. Amos & Smith, engineers and boilermakers.
.\lbert Dock Works, are fully em ployed, having had to increase
the night shift. Further orders for boilers and machinery
have been booked and the prospects are generally very
satisfactory. The outside staff is also fully employed, and
the branch shop (Alexandra Dock) is receiving a fair amount
of repairing work, also graving-dock employment.
Messrs. Earle's Shipbuilding and Engineering Co., Ltd.—
These works are fully employed with repair work, also their
patent slips. Lately the company secured an extraordinary
share of repairs, some of the repairs amounting to several
May, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
385
thousand pounds. A fair amount of new tonnage is in hand
building for local and other owTiers.
The North-East Coast Engineering Works, Ltd., have
had a good month with repair work, and still enquiries are
coming in. Work has been effected on the following steamers,
Rosa, Ildetton. Fox, Sterndale, Beeswing, Rhodesian, and
the following tug boats, Chester, Winchester. The prospects
seem good for the month of Ma)^ The firm have also been
fortunate in securing a contract for the Corporation tram-
ways department in the boiler and engine-room.
Messrs. Woodall & Co., engineers and boilermakers.^
The outside staff of this firm has not been so busy on shipping
as in general work, but the works are fully employed with
orders for their handy purchase blocks for home and foreign
orders.
Messrs. Central Dry Dock and Engineering Co., Ltd., have
had a fair amount of work. Their own dock being fully
engaged, they have had to engage the H. and B. Railway
graving docks on several occasions during the month, putting
steamers through Lloyd's survey and several hull damages.
Messrs. Stewart & Craig, engineers and boilermakers, have
had extensive repairs on the s.s. Adalands. including new
decks, after ballast tank repairing, etc., and several English
and foreign steamers under general repairs.
Messrs. C. D. Holmes & Co., Ltd., engineers and boiler-
makers, are keeping very busy, building boilers and machinery
for trawlers and drifters building in the district. The engine
works and moulding department are at high pressure for
their own firm and others. The branch shop at Ale.xandra
Dock seems fairly busy with outside work, repairs, etc.
Messrs. Cooper & Co., Ltd., Neptune Engine Works, are
fully employed with outside repair work, and the moulding
shop is busy on propeller work for home and foreign orders.
The boilermakers are very busy with general repair work.
The branch shop at Alexandra Dock is fully employed with
graving-dock work, and general repairs to machinery and
putting same through for surveys. The Union Dry Dock is
engaged with small coasting steamers, overhauling, etc.
This firm has several enquiries for May for steamers coming
to Hull.
Messrs. Cochrane & Sons, shipbuilders, Selby, are well
booked up with orders for trawlers and drifters for local and
Grimsby owners, and in many cases cannot give delivery
until towards the end of the year.
Messrs. Cook, Welton & Gemmell, shipbuilders, Beverley,
are keeping busy building trawlers for local and Grimsby
owners, in some cases guarantee of delivery this year is
required.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(From otii Own Correspondent.)
Messrs. J. L Thornycroft & Co., Ltd., Woolston Works,
Southampton. — H.M.S. Martin was delivered into H.M.
service last month and H.M.S. Minstrel is completing for
delivery. The watertight compartments on H.M.S. Acheron
are under water test, and the A riel's boiler rooms are now water
tested. Stern Wheel Passenger Steamer for Persian Gulf. —
This vessel was launched in March and ran a satisfactory
steam trial just before Easter. Armoured Motor Patrol
Boats. — Good progress is being made on the eighteen boats
with wooden hulls, and an additional order for four boats in
steel, to be in other respects similar to those in wood, has
been received from the Turkish Government. Repair Work.
— During last month the following vessels were in hand for
repair or alterations: — H.M.S.'s Halcyon, .4rgus and Sea-
horse, and steam yachts Eri)i and Ladve Gipsey.
Messrs. J. Samuel White & Co., Ltd., East Cowes, L of W.
— H.M.S. Ruby, torpedo-boat destroyer, the third vessel of
this class completed during the last few months by Messrs.
White & Co., was handed over to the Admiralty on the 7th
oflastmonth. H.M.S. Fenr^, of the 1910-1 1 programme, was
launched on the 12th of last month. Work is proceeding
on a large number of naval steamboats and other small craft.
Messrs. Day, Summers & Co., Ltd., Northam Ironworks,
Southampton. — On Wednesday, the 12th of .\pril, the above
firm launched the paddle steamer Princess Mary for the
Isle of Wight and South of England R.M.S.P. Co., Ltd.
After launching the vessel was placed under the firm's sheer
legs to receive the engines and boiler. The vessel has been
built under the supervision of the Board of Trade and is of
the following dimensions : — Length B.P., 195 ft. ; breadth
moulded, 24 ft ; depth moulded, 8 ft. 3 in. The engines
are of the diagonal type with cylinders 23 in. and 48 in. dia.
with a stroke of 51 in., and the boiler is designed for a working
pressure of 130 lbs. per square in. The vessel has a fine
deck saloon aft. with a ladies' saloon leading out of it, and a
dining saloon below the main deck, and forward below the
main deck there is a good ■second-class saloon. The pro-
menade deck extends from the forward end of the stokehold
right aft, and is carried out to the full beam of the vessel.
The vessel is expected to take up her station before Whit-
suntide. The firm have sold the s.y. Ulna to Mr. R. T. Jones,
who has renamed her Cresta.
THAMES.
(From our Own Correspondent.)
Shipping Companies. — The Cunard line, so intimately
associated with Liverpool, has, by acquiring the passenger
and cargo service carried on between London and Canada
under the name of the Thomson line, become connected with
the Thames. The service will be based on London, and it is
presumed that as at present there will be calls at Southamp-
ton. It would seem that it may be expected in the future
that such vessels as the Franconia and Laconia will leave
the Thames for Montreal. In another direction the Union
Castle line to South Africa has appointed Lord Selborne to a
seat on the board. The appointment is of some significance
in view of the action of the Union Parhament in passing
legislation designed to restrict the operations of the South
African shipping ring, and especially aimed at the Union
Castle Co., which carries the mails. Lord Selborne, from
his position with the head of the Government at the Cape,
will be a great support to the Company in their dealings with
the legislature there. At the annual meeting of the African
Steamship Co., Lord Pirrie, who presided, mentioned that
it is proposed to apply for a new charter. This Company
is old-established and had its origin in a private expedition
up the Niger as far back as 1832. The Company received its
charter in 1852 with an annual subsidy of ;^30,ooo for a
monthly mail passenger and freight service, and has continued
in the trade ever since. The dividend for the past year has
been 7 per cent, against 5 per cent. The Company has
acquired an interest in the Elder line. The Company was
under the management of the late Sir Alfred Jones, and is
still closely identified with the Elder Dempster line, having
Sir Owen Philipps as chairman.
H.M.S. Buzzard. — This vessel, so familiar to passers-by on
the Embankment, has by Admiralty order replaced the
President, formerly berthed in the West India Dock, and will
be renamed to that of the earlier vessel and take over her
duties under the Admiral commanding coastguards and
reserves as from the ist April. Though the Royal Naval
Reserve will not be trained on her the vessel will take over
the duties previously assigned to the old President, as
regards officers and men borne on her books for duties at the
Admiralty and otherservices.butwillcontinuetoactasdrillship
for Royal Naval Volunteer Reserve, as she has done hitherto.
This is the change that was foreshadowed some time since.
Company Report. — The Edwards' Air Pump Syndicate
has declared a balance dividend of 10 per cent., making 15
percent, for the vear 1910, and ;^684 carried forward. Including
;^943 brought in, profit for the year is ;£3888. The number
of pumps booked during the year was 525, compared with
555 during 1909. The report states that the expiry of some
of the Company's patents has affected the income derived
from royalties, and it is anticipated this process will con-
tinue as'time goes on. The directors are considering return-
ing a portion of the capital to the shareholders.
MERSEY AND MANCHESTER SHIP
CANAL.
(From our Own Correspondent.)
ALL branches of work continue to be very brisk in the
Mersey port. Especially is this the case with naval
work, mercantile orders have not been so plentiful,
although there is a good deal of work in the finishing stages.
386
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
Mersey shipbuilders have now in hand fourteen merchant
vessels of 20,984 tons gross, compared with 22,110 tons
three months ago, and 35,140 tons twelve months ago. In
naval work, however, a displacement tonnage of 33,540
tons is in hand; this includes the super-Dreadnought Auda-
cious, the colonial cruiser M elbouyne , the destroyers Lapwing
and Lizard, the two tenders to dep6t ship and the four fast
destroyers for the Argentine Navy. This, of course, does
not include the large floating dock for the British Admiralty.
Messrs. Cammell, Laird & Co. — Extensions and organization
are keeping pace with the large programme of work in hand
in this immense yard, and at the present time a walk round
the various dry and wet docks and works must impress one
with the large and varied class of work turned out by this
firm. The floating dock is fast revealing its gigantic pro-
portions in the Mud Dock at the south end of the yard, while
the battleship and cruiser are also making rapid progress.
In the wet basin the stern wheeler Francisco Galles, with its
two funnels abreast is fast nearing the finishing stage, along-
side of which is the San Luis, the first of the Argentine
destroyers, which it is expected will be ready for trials in
about two weeks' time. The last two Argentine destroyers
are heavy plated and will shortly be launched, while the
two .\dmiralty tenders are well in plate. Various flat-
bottomed barges are under construction. The repair depart-
ment has been well employed. With the object of cen-
tralizing the whole staff, both clerical and technical, Messrs.
Cammell, Laird & Co. have recently erected a large and
commodious suite of offices at the Tranmere yard, and it is
anticipated that increased facilities will be derived due to
having the whole staff under one roof.
Messrs. David RoUo & Co. — All departments of this estab-
lishment are practically full up just now, and this appears
likely to last for some time. The building of ships' cranes
is one of the firm's specialities, fourteen of them to lift 3 tons
are just now in hand, being made in duplicate and inter-
changeable. The brass and iron foundries and the
erecting and machine shops are also very full. Messrs.
RoUo make a speciality of fitting new propellers when better
results are required, as much as i-j knots having been gained in
a ship's speed. In the boiler works new boilers are in hand for
the St. Tudno, also for the City of Dublin's steamer Louth, and
the Langlands' steamers Princess Etm and Sophia. The new
marine experimental boiler for the Hughes-Harrison Engineer-
ing Laboratory at Liverpool University is receiving every
attention. This boiler will be fitted with the highest class of
mountings. Tod's patent smoke-box doors, of which Messrs.
Rollo are the sole makers. H.M.S. Eagle, which was recently
taken over by the Royal Naval Volunteers, is being altered
by this firm under the direction of Sir Richard Williams
Bulkeley. the accommodation is being improved and an
installation of electric light is being fitted.
Messrs. H. & C. Grayson. — -\s many as thirty steamers
are in hand for repairs at the various yards of this Company,
and several instances have recently occurred where work
has been secured in open competition from a distance. A
speciality is made of quick repairs, thus keeping boats off
their run as short a time as possible. The Cardiff-owned
steamer Canganian was recently towed round from Cardiff
to Liverpool, also the Dnimcli'ffe from London, the latter
with extensive bottom damage.
Messrs. Clover, Clayton & Co. — Work here has been very
brisk, amongst other vessels the oil tank steamer Hycrania
has had extensive overhaul, while the steamers Brema, Busk
and Gem have had quick overhaul. The extensive improve-
ments to the yard are making good progress ; these include
the electrification of the yard, the installation of two 24 in.
centrifugal pumps, the deepening of Nos. i and 6 docks by
about 2 ft. No. I dock is completed, while No. 6 will be
completed in about two months. These improvements will
place the yard in the forefront of the many repair establish-
ments on the river. Mr. Henry E. Nickson has recently
retired from the position of works manager to Messrs. Clover,
Clayton & Co. after fifty-five years' service. He joined the firm
of .Messrs. Clover A: Roylc in Liverpool in 1855, in the days
of the wooden vessels, and later was transferred to the Birken-
head works, where he was associated with the building of
many famous clippers, also many important salvage feats.
Presentations of a rose bowl and a silver tea and coffee
set have been made to him.
Messrs. John Holt & Co. — The mosquito-proof steamer
Thomas Holt has recently returned from West Africa after
her second voyage. No case of sickness has occurred on
board during this time. Together with her sister ship the
Jonathan Holt, this vessel was fitted with mosquito-proof
doors, windows and ports to the specification of Major Ronald
Ro.ss, F.R.S., and this step is only one of the results of the
influences due to the Liverpool School of Tropical Medicines.
The Cunard Line. — This Company have arranged to extend
their Mediterranean service to the Black Sea. The terminal
port has previously been Constantinople, but in future Odessa
and Batoum and possibly other ports will be tapped ; ore
cargoes chiefly will be carried on the homeward voyage. In
connection with the acquisition of the Cairn Thompson line,
it may be of interest to note that the Cunard connection with
Messrs. Swan. Hunter & Wigham Richardson, Ltd., began
in 1898 with the purchase of the Altonia, and during the
past thirteen years nine vessels of 200,000 tons displacement
will have passed into the Cunard fleet from this yard. Mr.
John Foster, of Bootle, has passed away in his 87th year.
He was in the Cunard service for over fifty years.
NORTH-WEST OF ENGLAND.
{From our Own Correspondent.)
Barrow. — All is business and activity at the Naval Con-
struction Works of Messrs. Vickers, Sons & Maxim, not only
by reason of the unusual programme of work in hand but
because of the preliminary arrangements for the launching
of the battleship cruiser. Princess Louise, for the Admiralty.
This vessel, it has been arranged, will be launched by the
royal lady whose name she bears. The arrangements for
launching are practically complete. The vessel rests on a
great cradle mounted on very broad ways, the broadest ever
yet used at Barrow. The vessel is in fact the largest ship
ever launched at Barrow, and looks indeed a monster. She
IS not only of immense width but of unusual length. The way
ships are launched at Barrow is on a liberal declivity, so
that as soon as she is relieved of her last shores she begins to
glide into the water at a good speed. She has a good offing
in Walney Channel , but she is pulled up by drags as she
moves down the slipways and immediately she reaches the
water she is pulled up altogether, not only by her drags, but
by the heavy anchors which are thrown out. Immediately
on this being done the stern of the vessel launched begins to
move up channel and the tugs are ready to get hold of her
bow and tow her into the docks. There have practically been
no accidents at Barrow in the launching of vessels, as there
are specially good launching facilities, and the management
take care to err on the side of extreme caution so as to
prevent any possible accident. The engines (turbines) and
boilers for the Princess Royal are ready to put on board as
soon as she is berthed alongside the 200-ton crane in the
Buccleuch Dock. She will then be thronged with an army
of workmen connected with all departments of the ship-
building trade, as the desire and intention of the management
is to complete her within the two years agreed upon when the
order was placed at Barrow.
The Japanese Cruiser Battleship. — This vessel, which is
building alongside the Princess Royal, and to which no name
has yet officially been given, is making rapid strides in her
central construction. Her keel has been laid and her ribs
are already asserting themselves well up on her sides. This
vessel, abo'ut which much secrecy is observed, is supposed to
be longer, broader and larger than the Princess Royal. She
looks an immense length now, and it is expected before she is
finished it will be necessary to take down some of the build-
ings in the yard to make room for her bow. The vessel has
to be delivered as quickly as possible, and the black squad, who
have been busily employed on the Princess Royal, will soon
be busy on her.
The Chinese Cruiser. — This small cruiser of the scout class
will soon be ready for launching. She is expected to be
followed by other orders from the Chinese Admiralty.
Torpedo Boat Destroyer. — .A torpedo boat destroyer for
the British Admiralty Iniilding at the Barrow yard is making
rapid progress. She will soon be ready for launching. This
vessel is creating great interest as the Vickers' firm have not for
many years past built a vessel of this class.
Aberdeen Floating Dock. — This dock, built by the Vickers'
Co. for Aberdeen has been launched and is being fitted
May, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
387
up preparatory to her leaving Barrow for her northern home.
She will lift a vessel about 300 ft. long.
New Orders. — The past month has been one of surprises
in the sense of the magnitude of the orders placed with the
Vickers' Co., and as to other orders which are in a fair way
of coming to Barrow. This firm is in combination with
Armstrong's and Brown's in reference to the two Turkish
battleships which have been given out to the Armstrong
group. It is understood one of the vessels will be built at
Barrow and one at Elswick, that the engines of both ships
will be built at Barrow, that the guns will be made by Messrs.
Armstrong, and that the armour will be made at Sheffield,
probably by Messrs. Brown. In any event the order means
much for Barrow, as these ships are to be of the size of H.M.S.
Dominion. Then again, it is reported that the Vickers'
group, with which Messrs. Armstrong are associated, are the
lowest tenderers for the two Chilian "Dreadnoughts." They
are ^^200, 000 per vessel lower than the American and German
firms who tendered. If this order comes off Barrow will
build one ship and Messrs. Armstrong the other, and Barrow
will build the engines for both ships. Messrs. Vickers
during the month have also secured the order for a huge
floating dock ior Montreal. This dock has to lift 27,000
tons, and will be useful for British war vessels on the Canadian
coast.
Messrs.Vickers' Enterprise. — It is known that Messrs. Vickers'
are associated with big shiplniilding yards and are likely to be
connected with others in foreign countries. They are already
associated with Spain, they are making arrangements with
Japan, they are talked about as regards Portugal, and they
have just completed arrangements with the Canadian Govern-
ment for a big yard at Montreal.
Iron and Steel. — The iron and steel trades are quiet and
lower prices are ruling. Plates are much cheaper than they
have been.
Shipping. — There is depression in the shipping trade and
there has been for some time a gradual shrinkage in the
export tonnage of iron and steel.
BELFAST.
(Fyom our own Correspondent.)
Wages. — With further reference to the question of wages
in Belfast, fitters, turners, brass-finishers and pattern-makers
have been granted an increase of is. per week, dating from
the first pay in April, 191 1, and a further advance of is. on
the first pay in November, igii. Machinemen receiving
23s. and over per week get the same rise, and those receiving
under 23s. per week have an increase of 6d. now, and 6d. in
November. Then, as regards the Black Squad, an advance
of IS. per week has been conceded to angle smiths, platers,
riveters, caulkers and holders-up, this taking immediate effect.
Work in Progress. — According to Lloyds' returns for the
quarter ending 31st March, the number of vessels under con-
struction on the Lagan is 24, with a gross tonnage of 259,185,
against 20 in the corresponding period of last year, with
233,360 gross tonnage.
Messrs. Harland & Wolff. — This firm's yards are fully
occupied, and tliey have at present four steamers fitting out
with an aggregate gross tonnage of 77,300. These are the
White Star liner Olympic, the Maloja, the Demosthenes and
the Galway Castle, built for the P. & O., the Aberdeen and the
Union-Castle lines respectively. The Galway Castle was
launched on 12th April, and is a vessel 452 ft. long, 56 ft.
beam, and has a gross tonnage of about 8000. She will be
fitted with accommodation for a large number of first, second
and third class pa.ssengers. The Olympic was, on 8th April,
succe.ssfuUy docked in Belfast's new graving dock, referred
to elsewhere'. She leaves Belfast on 29th May, and her sister
ship, the Titanic, is to be launched on 31st May.
Messrs. Workman, Clark & Co. are also fully supplied with
orders, all the slips in both yards being occupied. They have
several vessels of considerable tonnage at the fitting-out
wharves, and the end of the year should find them occupying
a position near the top of the tonnage output list.
Harbour Notes. — Regarding the new graving dock, the
Harbour Commissioners are to be congratulated upon the
exceedingly favourable terms of settlement of the dispute
between the contractors, Messrs. Walter Scott & Middleton,
and themselves. It may be remembered that during the
progress of work at the new dock, there was a disastrous
collapse of the outer end of the Alexandra Graving Dock
adjoining, and a flooding of, and stoppage of work at, the
new dock. For this the Harbour Commissioners claimed
that the contractors were liable. The latter denied liability,
but after a long period of deadlock it was agreed that the work
of restoration should be proceeded with, and the question of
liability determined later. To put the matter briefly, in the
end the contractors' claims on account of this work and
extras on the new dock, including interest, amounted to
;^ 1 50,000, and the parties to the dispute were faced with the
prospect of a big law suit, or suits, that would not, in all
probability, have been settled out of the House of Lords.
After negotiations extending over a considerable period, the
matter has been amicably settled, Messrs. Walter Scott and
Middleton agreeing to accept the sum of ;^50,ooo in full
settlement of all claims.
The Harbour Commissioners have recently taken delivery
of a motor pilot launch, which has been built for them by
Messrs. John I. Thornycroft & Co., Ltd. The boat is 33 ft.
6 in. long, with a beam of 8 ft., and draught of 2 ft. 3 in.
She is fitted with a Thornycroft two-cylinder 15 b.h.p. paraffin
motor, and has a roomy cabin with wide seats on either side
fitted up to serve as bunks if necessary. The guaranteed
speed was yl knots, and on trial on the Thames a speed of
8.26 knots was obtained. The little vessel is intended for
conveying pilots to and from the pilot schooner which lies
down the Lough.
REVIEWS.
Electric Crane Construction. By Claude W. Hill.
Charles Griffin & Co., Ltd., London, 25s. nett.
This is a volume of some 300 pages of letterpress, and is
profusely illustrated by drawings not of the usual manu-
facturer's catalogue type, but reproductions of working
drawings with scale annexed, so that a fairly accurate
estimate of sizes and dimensions can be readily obtained.
This feature is a distinctly valuable one, for which the
author deserves full commendation. It is interesting to
note that the subject matter is substantially a compilation
of notes and data collected by the author in the e.xecution
of his work, and, therefore, the book has more than
ordinary value. The first seven chapters deal with the
principal types of cranes such as, overhead, locomotive
and jib, derrick transporter, sheer legs, revolving canti-
levers, and cableways. Each chapter commences with a
description of the construction and duty of the crane, and
the stresses and other features of the particular type in
each case are then dealt with. The following chapters
deal in turn with the power required for crane driving,
the starting torque and acceleration, the design of crane
structures, the design of machinery, brakes, toothed gear-
ing, hooks, lifting magnets, ropes and chains, the design
of magnets, electric motors, electric controllers and col-
lectors, and lastly the important subject of crane instal-
lations. Having regard to the wide and extending use
of electric current, the detailed information as to motor
controllers and other electrical apparatus is most useful,
while the mechanical problems with regard to running
gear carried on a more or less flexible structure are dealt
with in a most comprehensive manner. The book fills a
useful purpose for engineers dealing with the subject.
Tlie Directory of Sliipowners, Shipbuilders and Marine
Engineers, 1911. Subscription price 5s., after publi-
cation los. London. The Directory Publishing Co.,
Ltd.
This directory, in its gth year of publication, is the most
complete and exhaustive book of its kind, and it should
be in the possession of all those connected with the indus-
tries which its title indicates, and allied trades and pro-
fessions. The present edition has been thoroughly revised
and brought up to date, and some 20 pages have been
added. As usual, under the section " Shipowners," the
fleets are placed with tonnage, speed, and builders of
vessel and engines. Under the section " Shipbuilders
and Engineers," the officials' names are given. Other
useful sections are the " Boat Index," and the " Personal
Index," which contains the names of directors, partners
and chief officials of shipowning, shipbuilding and marine
engineering firms or companies. The book can be recom-
mended as a very useful one.
388
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, iqii.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES— English.
Framlington Court.— On March i6th, Messrs. R. & W.
Hawthorn Leslie & Co., Ltd., launched from their Hebburn
Shipyard a large vessel which they are building to the
order of the Court Line of London, of which Messrs.
Haldinstein & Co., Ltd., are the managers. The dimen-
sions of the vessel are length 388 ft., breadth 51 ft. 3in.,
depth moulded 26 ft. 9 in., and she is being built to
Lloyd's Highest Class. She will have a deadweight
capacity for cargo of about 7,400 tons on a light draught, and
the loading and discharging operations should be carried
out with rapidity and ease as si.x large hatchways are
provided with a powerful winch to each, working twelve
derricks. The capacity of the water ballast tanks is over
1,000 tons. The vessel will have her machinery fitted at
Stockton-on-Tees. This is being constructed by Messrs.
Blair & Co., Ltd., and consists of a set of Triple Com-
pound direct acting engines with cylinders 26 in., 42 in.,
and 70 in. in diameter by 48 in. stroke, the steam being
supplied by three large single-ended boilers. It is estim-
ated that the vessel will have a speed of 10.11 knots at
sea. Messrs. Wailes, Dove & Co.'s " liitumastic " Enamel
was applied to the lower bunkers and tank top in boiler
space.
Highland Piper.— On March iSth, this vessel, built to
the order of Messrs. H. & W. Nelson, Ltd., for their South
American Service, was successfully launched from the
Tranmere Shipyard of Messrs. Cammell Laird & Co. The
vessel is 414 ft. B.P. by 56 ft. 2 in. beam by 35 ft. 1 in., to the
shelter deck, and to class 100 Ai Lloyd's three-deck rule.
There are complete orlop, main, upper, and shelter decks
of steel, the orlop deck aft forming crown of tunnel. A
cellular double bottom runs all fore and aft, the engines
are placed amidships and there are three holds forward
and two aft. The machinery consists of a single screw
set of engines, having cylinders 31 in., 51 in., 56 in.,
54 in. stroke, four single-ended boilers 17 ft. 6 in. by
12ft. o in. for 12 ft. o in. for 210 lbs. working pressure,
three of them fitted with Howden's' forced draught, the
remaining one natural draught, to develop about 4,400
LH.P., and to drive vessel at a service speed of 13^ knots.
No. 3 hold is arranged for carrying coal on the outward
journey, the permanent bunkers providing the supply for
the return journey, the total being about 3,000 tons. All
the holds and 'tween deck spaces both forward and aft
of the machinery and bunkers are most completely insu-
lated and equipped with meat rails and hooks and every-
thing necessary for the successful transport of chilled meat.
The refrigerating plant, which is one of the most powerful
afloat, is placed on the upper deck immediately abaft the
engine casing, and the brine tank houses are built between
the main hatches on the shelter deck with decks extended
out to ship's sides for supporting the steam winches.
Square ports are fitted in the shelter 'tween decks in the
event of the ship carrying troops or emigrants for whom
permanent lavatories are built amidships on this deck.
Accommodation for the crew and firemen is arranged for-
ward under the shelter deck and on the deck immediately
below for cattlemen and stewards. The estimated gross
tonnage of the ship is about 7,500 tons, and the nett about
4,500, the total capacity of holds and 'tween decks, avail-
able for the capacity of meat is about 360,000 cubic feet.
Very powerful steering gear is placed on the upper deck
right aft with telemotor to navigating bridge to the after
docking bridge. The passenger accommodation, which is
of the most up-to-date description and handsomely decor-
ated throughout, provides for loS first class and 32 second
class. Messrs. Wailes, Dove & Co.'s "liitumastic" Enamel
was applied to bunkers, engine and boiler room tanks and
bilge pockets, and their "Bitumastic" Covering to tank
tops in boiler room and donkey boiler recess, also deck in
refrigerating spaces.
Lissa. — On March 2qth, Messrs. Short Bros., Ltd.,
launched from their shipyard at Pallion, Sunderland, the
s.s. Lissa, built to the order of Messrs. Glen &• Co., for the
Scandinavian Shipping Co., Ltd., and of Glasgow. She
is a single deck vessel, with cargo poop, and bridge and
topgallant forecastle, built to the Isherwood system of
longitudinal framing, and will take Lloyd's highest class.
Her leading dimensions are : Length 363 ft. o in., beam
50 ft. o in., and depth moulded 28 ft. i| in., and she is
designed to carry a large deadweight on a moderate
draught. Cellular double bottom is fitted all fore and
aft, and both peaks are arranged for water ballast. Eight
steam winches, steam windlass, steam steering gear, fitted
in engine room and controlled from standard on flying
bridge and connected by steel wires to quadrant aft, with
hand steering gear aft, are fitted. Eight derricks are
provided to main hatches worked from strong tables on
masts, and the cross bunker hatch is worked by two der-
ricks swung from Samson posts, which are also to act as
wing ventilators to stokehold. The holds are specially
arranged to be as far as possible clear of obstruction to
permit of large pieces of machinery being shipped. The
propelling machinery will be fitted by Messrs. George
Clark, Ltd., of Sunderland, and consists of triple expan-
sion engines, with cylinders 25, 41, 68 inches diameter,
and a stroke of 45 inches, taking steam from three large
multitubular boilers, working at 180 lbs. pressure, and
fitted with Howden's system of forced draught. The
model of ship and engines have been designed with a view
to economical working, and it is expected that the vessel
will readily maintain a sea speed of 10 knots.
Flume. — On March 29th, Messrs. Richardson, Duck &
Co. launched from their shipyard the second of two steel
screw steamers which have been ordered on behalf of the
" Atlantica " Sea Navigation Co., Ltd., of Budapest, by
the Director-General, Hr. Eugen Pollacsek. The vessel
is of the following dimensions : Length overall 345 ft. o in.,
length B.P. 331 ft. o in., breadth extreme 48 ft. 3 in.,
depth moulded 24 ft. 6 in. She is capable of carrying
about 5,300 tons D.W., on a draught of water of under
21 ft. o in. The vessel is of the single deck type, with
poop, long bridge and forecastle. The vessel is constructed
to Lloyd's rules for their highest class and under special
survey. An ample supply of water ballast is carried in
double bottom. Steam windlass, steam steering gear, a
large number of steam winches, steam heating, and electric
lighting are provided. Triple expansion machinery will
be fitted by Mesrs. Blair & Co., Ltd. The cylinders will
be 24 in., 40 in., 65 in., by 42 in. stroke, and there will be
two single ended boilers 15 ft. 6 in. diam., by 10 ft. 6 in.
long, working at iSo lb. pressure. Messrs. Wailes, Dove
& Co.'s " Bitumastic " Covering was applied to tank tops
in boiler room, and their " Bitumastic " Enamel in boiler
room tank.
Caresfield.— On March 29th, Messrs. Robert Thompson
cS: Sons, Ltd., launched from their Southwick Yard a finely
modelled self-trimming collier, built for Messrs. The
Gordon Steam Shipping Co., Ltd., of London. The
Garesfield is of the raised quarter and well deck type, and
built to take the highest class at Lloyd's. Her principal
dimensions are : Length B.P. 26S ft., breadth 38 ft. 8 in.,
depth moulded iS ft. 8 in., and will carry about 2,620 tons
D.W. on a light draught of water. The vessel is fitted
with deep bulb angle framing, the holds being left clear
of all obstructions, and has been specially designed for
the Hamburg trade, having four large hatchways arranged
to make her perfectly up to date as a self trimmer, and to
facilitate rapid loading. For discharging the cargo there
are eight powerful steam winches with latest improve-
ments, placed on raised platforms, and in addition to the
usual derricks there are twelve steel gaffs fitted, the masts
being strengthened for this purpose. To enable her to
make quick return voyages ample water ballast is provided
throughout the cellular double bottom and fore and after
peaks, the former being divided longitudinally and athwart-
ships for trimming purposes, and fitted with large tank suc-
tion pipes, and extra large ballast donkey for quickly pump-
ing (mt water ballast. The holds are ceiled with American
rock elm. The tank top under boilers, lower and bridge
bunkers are coated with patent enamel. The mooring
arrangements have also received special attention, for in
addition to the large fairloads and bitts steel wire com-
pressers are placed" on the poop and forecastle decks.
Auxiliary hawse pipes, as well as the usual pipes, in bow
chocks are fitted of ample size to take cables when riding
in heavy weather. Accommodation for captain and
officers is provided in the poop, the saloon being beauti-
fully fitted up in polished mahogany with pilasters of
teak. Spacious rooms for the engineers are arranged at
the sides of the engine casing under the bridge deck, the
May, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
389
petty officers and the crew being comfortably berthed in
the forecastle. At the forward end of the main bridge
the steering gear house is erected, with lower flying bridge
on top, also large teak charthouse, the latter carrying
upper flying bridge and wheelhouse. The engines of
the triple expansion type are by Messrs. Hlair ci Co., Ltd.,
of Stockton-on-Tees, having cylinders 21 in., 34 in., and
56 in., with a stroke of 36 in., steam being supplied by
the two extra large boilers working at iSo lb. pressure.
During construction both hull and engines have been under
the personal supervision of the owners' superintendent,
Mr. W. Gates, of South Shields. 1
Themis.— On March 30th, Messrs. Wm. Doxford &• Sons, |
Ltd., launched from their yard at Pallion, Sunderland, a
large shelter deck vessel, built to the order of Wilh.
Wilhelmsen, Esq., of Tonsberg, for whom in January last
the firm built the s.s. Tellus, a duplicate of the one
launched to-day. The dimensions are : Length 461 ft.,
breadth 60 ft., moulded depth 39^ ft. The dead weight
of 13,000 tons is carried on a moderate draught. Messrs.
Doxford have supplied the engines and boilers. The
classification is with the British Corporation and Nor-
wegian Veritas ; and the vessel has been built under the
superintendence of Messrs. C. A. Bushell, Nicol & Co.,
Newcastle, on behalf of the owners. Messrs. Wailes, Dove
& Co.'s "Bitumastic" Enamel was applied to dry tank
under boilers and wing ballast tanks, also to the lower
side bunkers and cross bunkers.
Bretwalda. — On March 31st there was launched from the
yard of the Sunderland Shipbuilding Co., Ltd., a steel
screw steamer, 364 ft. o in. length between perpendiculars,
50 ft. S in. broad, and 26 ft. 8 in. deep, of the single deck
type, having poop, bridge, and top-gallant forecastle ;
classed 100 Ai Lloyd's under special survey, with a dead-
weight carrying capacity of 6,700 tons upon a light draught
of water. Shifting boards are fitted in all holds, and
the vessel will comply in every way with the Grain Carry-
ing Act ; Board of Trade certificate will be obtained for
carrying grain in bulk. A large marine type donkey
boiler is supplied for driving the deck machinery, which
consists of seven steam winches, steam steering gear, and
direct steam windlass having quick warping ends". The
main engines are by the North-Eastern Marine Eng. Co.,
Ltd., Sunderland, and have cylinders 25 in., 42 in., and
68 in., by 45 in. stroke, steam being supplied by two
large boilers working at a pressure of 180 lbs. per sq. in.
The steamer has been built to the order of Messrs. The
Hall Brothers Steamship Co., Ltd., of Newcastle, and
during construction has been inspected by Mr. Heslop on
behalf of the owners.
Zevenbergen. — On March 31st, Messrs. Irvine's Ship
Building and Dry Docks Co., Ltd., launched from their
Harbour Dockyard, West Hartlepool, the steel screw
steamer, Zevenbergen, which was built to the order of the
Stoomvaart Maatschappij " Hollandia " of Rotterdam
(Mr. J. J. A. Van Meel, director). The dimensions of the
vessel are 340 ft. by 47 ft., by 24 ft. 10 in.,
having a single deck, with poop, bridge, and forecastle,
and has been built to Lloyd's highest class. A double
bottom is fitted throughout on the cellular principle, and
the fore and after peak tanks are arranged as trimming
tanks. She is constructed with deep frames and longitu-
dinal stringers, giving clear holds for the stowage of
bulky cargoes. Five watertight bulkheads divide the
vessel into six watertight compartments ; she has extra
large cargo hatches, six steam winches, which are sup-
plied with steam from a vertical multitubular donkey
boiler, and is replete with all the latest improvements for
rapid loading and discharging. A powerful quick-warp-
ing steam windlass is fitted forward for the working of
the cables, and steam steering gear is fitted amidships
with hand screw gear aft. Triple expansion engines are
being supplied and fitted by Messrs. Richardsons, West-
garth & Co., Ltd., Hartlepool, having cylinders 23^ in.,
38 in., and 64 in., by 42 in. stroke, with two large single-
ended boilers working at a pressure of 180 lbs. per square
\rf\\.
Langholm. — On March 31st, Messrs. William Gray &
Co., Ltd., launched the handsome steel screw steamer
Langholm, which they have built for The London and
Northern Steamship Co., Ltd., Messrs. Pyman Brothers,
London, managers. The vessel is of the shelter deck
type, and will take the highest class in Lloyd's register.
Her dimensions are : Length overall 395 ft. o in., breadth
53 ft. 6 in., and depth 25 ft. 5 in. The hull is built with
deep bulb-angle frames dispensing with hold beams and
leaving large clear holds, cellular double dottom and fore
and aft peak ballast tanks, ten steam winches, derrick
tables and outriggers, and double derricks, steam steering
gear amidships, hand screw gear aft, patent direct steam
windlass, large horizontal multitubular donkey boiler,
fresh water distiller, steel grain divisions, stockless
anchors, telescopic masts, boats on deck overhead, and all
requirements for a first-class cargo steamer. Triple expansion
engines are being supplied by the Central Marine Engine
Works of the builders, having cylinders 25 in., 41 in., and
68 in. diam., with a piston stroke of 48 in., and two large
steel boilers for a working pressure of 180 lbs. per square
inch.
Kinross. — On April ist, the Northumberland Shipbuild-
ing Co., Ltd., launched from their yard at Howdon-on-
Tyne, the finely moulded steamer, built to the order of
Messrs. B. J. Sutherland & Co., Ltd., Newcastle. The
vessel is over 375 ft. long by 51 ft. 4^ in. beam, by 28 ft.
4^ in. deep, and has been built under special survey to
the highest class at Lloyd's. She is fitted with long
bridge, long poop, topgallant forecastle, the accommo-
dation, which is very ample, being placed in steel houses
on the bridge deck. This steamer has been specially
designed with a view to rapid loading and discharging
of homogeneous cargoes, the hatchways being very long
and wide, and are arranged for grain carrying in bulk,
a complete set of shifting boards being fitted throughout
to latest Board of Trade requirements. Ample deck gear
is provided, consisting of eight steam winches, by Messrs.
Clarke, Chapman & Co., Ltd., Gateshead, and a larger
number of cargo derricks to ensure the expeditious
handling of cargoes. She is fitted with the usual water
ballast arrangements for light passages. The machinery
will be supplied by Messrs. The North-Eastern Marine
Engineering Co., Ltd., consisting of engines with cylinders
24 in., 41 in., 67 in., by 45 in. stroke, three large steel
boilers, with 180 lbs. pressure. This vessel will carry
about 7,300 tons on a light draft, and steam about 10 knots
loaded at sea.
Exford.— On April ist, Messrs. Craig, Taylor & Co.,
Ltd., launched from their Thornaby Shipbuilding Yard,
Thornaby-on-Tees, a handsomely modelled single deck
screw steamer of the following dimensions, viz. : 395 ft. by
50 ft. by 29 ft. moulded. She is built of steel to the
highest class in Lloyd's Registry, under special survey,
and has poop, bridge, and topgallant forecastle. Water
ballast in double bottom fore and aft and in peaks. She
is equipped with patent direct steam windlass with quick
warping ends, steam steering gear, seven large steam
winches, exhausting back to separate condenser in engine
room ; large multitubular donkey boiler of the marine
type. Steel shifting boards in holds for carrying grain
cargoes ; telescopic masts to Manchester Ship Canal re-
quirements, special hatch and derrick arrangement for
rapid loading and discharging. Pier engines have been
constructed by the North-Eastern Marine Engineering Co.,
Ltd., Sunderland, the cylinders being 25 in., 42^ in.,
69 in., by 48 in., with two large steel boilers working at
180 lbs. pressure, with large evaporator, feed heater,
winch condenser, spare tail end shaft, and patent steam
ash hoist. The vessel has been built to the order of
Messrs. W. ]. Tatem & Co., Cardiff, and is the third
vessel built by Messrs. Craig, Taylor & Co., Ltd., for the
same owners.
LAUNCHES— Scotch.
Seal. — On March 22nd, there was launched from the
yard of Messrs. Napier & Miller, Ltd., Old Kilpatrick,
the steel screw steamer Seal, built to the order of Captain
]. A. Farquhar, Halifax, Nova Scotia. The dimensions
of the vessel are : Length 175 ft., breadth 26 ft. 6 in.,
depth 20 ft. 55 in., with a gross tonnage of about 520 tons,
built under the rules of Lloyd's Register for their highest
class. The vessel is rigged as a two-masted schooner,
has upper and shelter decks, water ballast in double bottom
and aft peak, and has been specially strengthened for
working in ice when sealing off the Newfoundland coast.
The vessel has been fitted with electric light, including a
39°
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, igii.
searchlight, steam windlass, steam steering gear, and two
steam winches and wireless telegraphy. The vessel is
beautifully fitted and admirably suited from the owner's
long experience for cruising in Northern waters. The
machinery is being supplied by Messrs. Aitchison, Blair,
Ltd., Clydebank, and consists of triple expansion engines
and one large main boiler and donkey boiler.
Moacyr. — On March 22nd, there was launched Irom the
yard of Messrs. Murdoch & Murray, Port Glasgow, a steel
twin screw cargo and passenger steamer, which they have
built for service on the River Amazon, and embodies many
new features which do not exist on any previous vessel
built for that river, the state-rooms being on an entirely
new design ; the saloon is placed in the forward end of
the vessel instead of aft, as it usually is. All the accom-
modation has been specially arranged for lightness and
airiness with very large stained glass windows and
Venetians. The main saloon opens outward on to an extra
promenade deck, where is placed the navigating quarters.
An illuminated sky sign, showing in colours, is fitted, and
the holds have electrical sounders indicating automatically
the presence of any water in any of the holds. Two sets
of powerful triple expansion engines will be fitted on board
by Messrs. Ross & Duncan, Govan. In the machinery
department also, there are many special features, including
steam ejectors to all the holds.
San Cuglielmo.— On March 29th, Messrs. David &
William Henderson & Co., Ltd., Meadowside Works, Par-
tick, launched the twin screw passenger steamer San
Guglielmo, which vessel they have built for Messrs. Peirce
Bros., of Naples. The vessel is specially built for the
emigrant trade between the Mediterranean and the United
States, and is so arranged as to comply with the various
requirements of the Italian, American and British Govern-
ments with regard to the carriage of emigrants. The
^■(7?^ Guglielmo is a vessel of 490 ft. in length, 56 ft, 3 in.
in breadth, and 36 ft. 3 in. in depth, with a gross tonnage
of about 8,500 tons. Splendid accommodation has been
provided for 2,000 passengers in all, divided into ist, 2nd
and 3rd class. The first-class accommodation is placed
on the promenade deck, and comprises the usual public
rooms. The second-class passengers are accommodated
on the promenade deck and shelter deck, and here also
are provided large and well ventilated public rooms and
state-rooms. Accommodation for about 1,800 third-class
passengers is provided in the 'tween decks and under the
poop. The sanitary arrangements are of the most com-
plete description, and extensive lavatory and bathroom
accommodation, etc., has been provided in most suitable
positions. Extensive kitchens and bakeries are also fitted
for the use of passengers, conveniently placed near the
dining rooms. In case of sickness, separate hospitals for
males and females have been provided, and in addition,
hospitals for infectious diseases have been placed in an
isolated position at the after end of the vessel. Ventilation
and heating have had special consideration, the emigrants'
sleeping quarters, crew's quarters in 'tween decks, hospi-
tals, etc., being ventilated and heated by the Thermotank
system of mechanical ventilation. An installation of
Marconi Wireless Telegraphy for long distances has been
fitted, and the vessel is also lighted throughout with
electric light. The machinery of the San Guglielmo,
which has also been constructed by the builders of the
vessel, consists of two sets of triple expansion engines,
with cylinders of 25 in., 41 in., and 68^ in. diameter, with
a stroke of 48 in., steam being supplied by six single-ended
boilers working at a pressure of 200 lbs. per square inch.
Elephanta. — On March 31st, the twin screw steamer
Elephanla was launched at Whiteinch. The vessel has
been built to the order of the British India Steam Navi-
gation Company, and is intended for their Eastern trade.
The dimensions are : Length 413 ft., breadth 52 ft. 6 in.,
depth 36 ft. to shade deck, and tonnage 5,000 gross. The
vessel has been constructed to Lloyd's and Board of Trade
highest class. Accommodation is provided for a large
number of first and second-class passengers, and the 'tween
decks are specially arranged for carrying native passengers.
Riviera. — On April ist, there was launched at Dum-
barton the turbine steamer Riviera, built to the order of
the South-Eastern and Chatham Railway Company. The
vessel is intended for the company's service in the English
Channel. She is 315 ft. long, and has a moulded breadth
of 41 ft., and a depth of 24 ft. 6 in. to the awning deck.
Spacious passenger accommodation is provided for both
first and second-class travellers. A feature is the special
provision for carrying motor cars.
Warner. — On April 12th, the screw steamer Warner,
built for the Clyde Shipping Co., Glasgow, was launched
by the Caledon Shipbuilding Co., Ltd. This is the
twenty-first built by the Caledon Co. for the same owners.
.She has been built for passenger and cargo trade, and her
tonnage is 1,350 tons gross. She is 260 ft. long, 35 ft.
6 in. beam, and 18 ft. 2^ in. depth moulded. The hull
has been constructed to the highest class in the British
Corporation Registry, and conforms to Board of Trade
requirements. The accommodation provided for pas-
sengers is of superior character. Four steam cranes are
placed adjacent to cargo hatches, which are of large
dimension. The propelling machinery, supplied from
the Caledon Co.'s Lilybank Engine Works, consists of a
set of triple expansion engines, having cylinders 20 in.,
33 in., and 53 in., with a stroke of 39 in. Steam is
supplied from two large steam boilers, and in addition
there is a large donkey boiler for supplying the deck
machinery.
Kanna. — On April 14th, Messrs. Ramage & Ferguson,
Ltd., launched from their shipyard at Leith the largest
steel screw steamer constructed at the port for some years.
Built to the order of the Union Steamship Company of
.\ew Zealand, whose headquarters are at Dunedin, N.Z.,
and intended for their general coasting trade. The new
steamer has dimensions 272 B.P. by 41 ft. beam by 19 ft.
10 in. moulded, and is built to Lloyd's highest class, with
single deck, deep frames, with poop, bridge and topgallant
forecastle. The captain and all officers have accommo-
dation on top of bridge amidships, and arrangements for
working cargo are of the most complete description, eight
steam winches being fitted, while warping winch on poop,
steam steering gear, steam windlass are also provided,
also an elaborate system of electric lighting throughout the
vessel. Triple expansion engines are fitted, having
cylinders 21 in., 34 in., and 56 in. diameter, by 36 in.
stroke, supplied with steam from two large steel boilers
working at 180 lbs. pressure, all suitable for a high rate
of speed at sea.
LAUNCH— Irish.
Galway Castle. — On April 12th, the large twin screw
steamer, built by Harland & Wolff, Ltd., for the Union-
Castle Line, was launched at Belfast. The new steamer
is 452 ft. long between perpendiculars, 56 ft. beam, with a
gross tonnage of about 8,000. The vessel will be fitted up
for a large number of passengers — first, second, and third-
class — the accommodation being in the usual high-class
style of the Line. She will also have large cargo capacity.
She has been built to the requirements of Lloyd's fur their
highest class, with eight watertight bulkheads extending
to the upper deck, and double bottom extending right fore
and aft. The arrangements for working ship and cargo
will be of the latest and most approved type, and the vessel
will have a complete installation of electric light, also
refrigerating machinery.
TRIAL TRIPS.
American Transport. — On March i8th, the s.s. American
Transport, proceeded on her official trial trip in Hartle-
pool Bay. Owing to the inclement weather it was im-
possible to attempt a speed trial, and the vessel proceeded
to the Bristol Channel to load. See launches, April.
Neleus. — On March 23rd, the new screw steamer Neleus,
built and engined by Messrs. Workman, Clark & Co.,
Ltd., Belfast, for Messrs. Alfred Holt & Co., left Belfast
Harbour and steamed to Carrick Roads, where, after
adjustment of compasses, the machinery tests and speed
trials were carried out. These all proved highly satis-
factory, and the vessel afterwards proceeded to Swansea
to take in coal and part of her cargo, after which she
left for Birkenhead to complete loading cargo in prepara-
tion for the maiden voyage to The Straits, China, and
Japan. See launches, JIarch.
Amicus. — On March 24th, the steel screw steamer
Amicus, \>\x\\\. by Messrs. Craig, Taylor & Co., Ltd., Stockton-
on-Tees, to the order of Messrs. The Tempus Shipping Co.,
Ltd. (Messrs. W. H. Seager & Co., Cardiff, managing
May, 191 1.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
391
owners), was taken to sea for her loaded trial trip, which
proved highly satisfactory. During the trial everything
worked with the greatest smoothness, and a speed of 11
knots was maintained, the vessel being fully loaded. See
launches, March.
Bra-Kar. — On March 23rd, the Tyne Iron Shipbuilding
Co., Ltd., of Willington Quay-on-Tyne, took to sea for
her trial trip the s.s. Bra-Kar, built for the Fred. Olsen
Linie of Christiania. On trial trip she attained a mean
speed of over 11 J knots, which was considered highly
satisfactory by the owners' representatives, Mr. Carl Con-
radi, of Christiania, Captain Fritz Olsen, and Mr. Nichol
of Messrs. C. A. Bushell, Nicol & Co. After the trial
trip the vessel proceeded direct on her voyage to
Christiania. See launches, March.
CraJnton. — On March 26th, the new steamer Grainton,
built by Messrs. Ropner & Sons, Ltd., Stockton-on-Tees,
to the order of Messrs. R. Chapman & Son, Newcastle-on-
Tyne, made her official trial trip in the Tees Bay, when
she maintained a high rate of speed. After a satisfactory
trial trip the vessel steamed round to the Tyne. See
launches, April.
Coila. — On March 31st, the new steamer Coila, which
Messrs. Archd. McMillan & Son, Ltd., Dumbarton, have
just completed for Liverpool owners, having finished load-
ing, carried out trials on the measured mile at Skelmorlie.
The trial proved satisfactory in every way, a mean speed
of fully 105 knots being obtained, and immediately there-
after the vessel sailed on her maiden voyage to Monte
\'ideo. See launches, April.
Vosges. — On April 1st, the fine steel screw steamer
Vosges, built by Sir Raylton Dixon & Co., Ltd., at their
Cleveland Dockyard, Middlesbrough, to the order of
Messrs. James Moss & Co., of Liverpool, proceeded to sea
for her official trials. The trials passed off most success-
fully, and the vessel returned to the Tees to load, whence
she proceeds on her maiden voyage under the command of
Captain J. R. Green. See launches, April.
Edenor. — On April 4th, Messrs. Osbourne, Graham &
Co., sent to sea for her official trial trip the patent steamer
Edenor, which they have specially constructed to the order
of Messrs. The Edenor Shipping Co., Ltd., of Newcastle-
on-Tyne, for whom Messrs. Gronquist Bryan & Co. are
managers. The vessel has been built upon the arch
principle of construction, to the design of Mr. Maxwell
liallard, the patentee, and is the first vessel to be con-
structed under the Ayre-Ballard patents. Although the
weather was so exceedingly stormy that the vessel was
unable to run on the measured mile, everything worked
without a hitch of any description during the trial. After
the trial the vessel proceeded on her first voyage laden
with coal for Calmar, Sweden. See launches, April.
Arna. — On April 6th, the large steel screw steamer Arna,
built by Messrs. Wm. Gray & Co., Ltd., to the order of
Messrs. S. M. Kuhnle & Son, of Bergen, Norway, was
taken to sea for her trial trip. After adjustment of com-
passes, the vessel was put through the usual manoeuvres,
and although a heavy sea was running at the time, every-
thing worked smoothly and well. On the conclusion of
the trial the vessel proceeded on her voyage under the
command of Captain Jentoft. See launches, April.
Erdeley. — On April 7th, this vessel, built by Messrs.
Palmers Shipbuilding and Iron Co., Ltd., Jarrow, to the
order of the Hungarian Levant Steamship Co., Ltd., was
taken to sea for her fully loaded trial off the Tyne, when
a speed of practically 105 knots was attained on the
measured mile for the six hours continuous run. The
trials were witnessed by Mr. V. de Rottauscher, the Austro-
Hungarian Consul General. See launches, April.
Hans B. — On April 13th, this steel screw steamer, built
by Messrs. Wm. Gray & Co., Ctd., for A. S. Bergen, for
whom they have built several vessels registered abroad,
had her trial trip. After adjustment of compasses, the
vessel was headed to the north, and a run made along the
coast as far as the Tyne and back, the performance of ship
and machinery giving entire satisfaction to all concerned,
and the mean speed being 12^ knots. The vessel after-
wards proceeded on her voyage. See launches, April.
AugUSZta Foherczegno. — On April 13th, this vessel,
built by Messrs. W. Dobson & Co., Walker, to the order of
Messrs. The Hungarian Levant Steamship Co., Ltd., was
taken to sea for her fully loaded trial off the Tyne, when
a speed of approximately loj knots was attained on the
measured mile and 10.66 knots for the six hours continuous
run. The trials were witnessed by Mr. V. de Rottauscher,
the Austrian-Hungarian Consul General. See launches,
Mrtich.
Burmese Prince.— The s.s. Burmese Prince, lately
launched by Short Brothers, Limited, Sunderland, left the
Wear for her official trials. The trial was in every way
a success, the engines working smoothly and steauiiy, a. id
a mean speed of \2i^ knots being reached. See launches,
March.
Sandefjord. — The steel screw steamer, Sande/jord, built
on the Tyne, to the order of Mr. P. A. Gron, of Sandef-
jord, has completed her trial trip with very satisfactory
results, in spite of the rough sea. During the trial the
whole of the machinery worked to the entire satisfaction
of all concerned, and the ship registered a mean speed of
13 knots. After the trial the Sandejjord proceeded on her
voyage to Narvik, under the command of Captain Berg-
green. See launches, March.
Crof Khuen Hederwary.— The large steamer, Grol Khuen
Hedervary, built at Walker-on-Tyne, for the Atlantica
Sea Navigation Company of Budapest, has just completed
her official trials. The vessel is capable of carrying about
7,200 tons deadweight on a moderate draught of water.
The propelling machinery is of the triple expansion type.
The cylinders are 26, 42, and 68 in. in diameter, by 48 in.
stroke, and steam is supplied by two single-ended boilers.
The trial trip was of four hours' duration, and in spite of
a strong north easterly breeze and rough sea, the machinery
worked without a hitch, a speed of 12^ knots being
attained. The vessel returned to the Tyne for bunkers,
and has since sailed for Newport, under the command of
Captain Radan.
Garasa. — The steel screw steamer Carasa, built at South-
wick for La Compania Naviera Vascongada, of Bilbao, has
been out for her loaded trial trip. She has been built to take
Lloyd's highest class, and under their special survey, as
a single-decked ship with deep bulb angle frames and
cellular bottom throughout for water ballast, with the after-
peak as additional ballast. The engines are of the triple
expansion type, having cylinders 21, 35, and 57^ in., with
a stroke of 39 in., the steam being supplied by two large
steel boilers with a working pressure of 180 lbs.
BOARD OF TRADE EXAMINATIONS.
Note — iC denotes First
March 23rd, 191 1.
Adams, E. W. iC Glasgow
Avid, A 2C Liverpool
Auton, A E, .. 2C N. Shields
Baldry, A iC W.Harfl
Barr, A 2C Liverpool
Bisset, H 2C W.Hart'l
Bond, J G iC Liverpool
Brotherton, F. 2C London
Bryce, AW... 2C N. Shields
Cadger, C. E . . 2C Leith
Cairns, AC. .. 2C Glasgow
Caldwell, A. . . 2C Glasgow
Campbell, J. K 2C Cardifi'
Crabtree, P. W. 2C N, Shields
Dawson, D rC Glasgow
Defty, H M .. iC N. Shields
English, W. M. rC London
Foster, G. S. .. iC N. Shields
Frazer, W. H... iC N. Shields
Glover, C iC W Harfl
Gray. G. S iC N. Shields
Greig, J. P iC Leith
Hawley, W, P. iC N. Shields
Henderson, JR. iC South'ton
Holmes, F. G. . . iC W, Harfl
Howard, W. A. rC London
Humphrey, G.J 2C Cardiff
Jones, A. G. . . 2C Cardiff
Jones, W. M. . . 2C Glasgow
Kendall, J. W. 2C N. Shields
Kirsopp, E iC Leith
Leeder, E. C... iC London
Class : 2C Second Class.
Mackie, J S .. 2C Glasgow
Malabar, S iC Liverpool
Middlemist, R, 2C Leith
Milhurn, \V. .. iC Glasgow
Mitchell. J, F. iC W.Harfl
Mossman, E. H. iC Liverpool
Oswald, A 2C W.Harfl
Overton, C 2C South'ton
Payn, H.J 2C Leith
Pidsley.S. H... 2C Plymouth
Pittendrigh. R.
Reekie, J.
Richardson, A
Samuel, W. T
Saunders, G. W. 2C London
Scott. W. J iC Glasgow
Sharp, C. W. .. 2C Cardiff
Smith, C. B. .. iC N. Shields
Strang, A. D... 2C Glasgow
2C London
iC Leith
2C Liverpool
iC Cardiff
Tapley, R.
Taylor, A. E.
2C Li\erpool
2CN. Shields
Thomson, C. H. iC Liverpool
Williams. T D, iC Cardiff
Wilson, J. T. . . 2C Glasgow
March 30th.
Ackerman, E, B.
Anderson, E . .
Austin, G. V. ..
Brown, N. H. . .
Cameron, D. P.
Carstairs, W. . .
Cochrane, G . .
Craig, M
2C Aberdeen
iC Hull
iC Liverpool
iC Liverpool
iC Greenock
2C Greenock
iC Greenock
iC Sunderl'd
392
THE MARINE ENGINEER AND NAVAL ARCHITECT.
May, 1911.
Currie, C
Dewsbury.P.W.
Elliott. N. H...
Fraser, C. ...
Fraser, J
Girdlestone, H.
Goodwin, T. . .
Gray , K
Gwynne. A.J...
Holden, P. E...
Hunter. T. L. ..
Inglott. V
Jones, D. A. . .
Kirkpatrick, J.
Knowles, J. . . .
Kydd, J
Lonsdale, H .
Masson, J
Mcintosh, R. ..
McKenzie, H. . .
McLaren, A. . .
McPherson, A.
Metcalf, T
Mitchell, W. C.
Munro, G. . . . .
Palmer, J. C. . .
Reading, G. H
Redding, J
Richards, J.
Richardson, R.
Riley, J
Roberts, P . .
Rutledge. F. . .
Sibree, S. B. . .
Smithson, O. J.
Taylor, J . . . .
Thomson, J . .
West, F. W. J.
White, L
Williamson, J. B
April
Aiken, J
Anderson. R. . .
Asquith. R . . . .
Caramalis, D.. .
Conner, A
Corner, H
Crichton, J. A.
Cmhell,]. D ..
Daniels. W. W.
Davis, A
Gimmett, S, . .
Greener, P
Grieve, G. P. .
Herapath, C. . .
Holthouse, C.S
Johnston. A, . .
Kelsey, H
iC London
iC London
2C N. Shields
iC N.Shields
iC Greenock
2C Aberdeen
2C Liverpool
2C Greenock
2C Bristol
2C Greenock
2C Greenock
2C Sunderl'd
2C London
2C Greenock
iC Sunderl'd
2C .\berdeen
2C Liverpool
2C Aberdeen
2C Aberdeen
2C London
iC Aberdeen
2C Hull
iC Hull
2C Aberdeen
iC Greenock
iC Sunderl'd
iC N.Shields
iC Sunderl'd
2C Hull
iC N Shields
2C Aberdeen
iC Liverpool
iC Sunderl'd
2C Hull
2C Liverpool
iC Greenock
2C London
iC Hull
2C Sunderl'd
, 2C Sunderl'd
6th.
2C Belfast
iC Liverpool
iC Liverpool
iC N.Shields
2C Belfast
. iC Cardiff
2C South 'ton
2C Liverpool
iC London
2C London
. iC London
, 2C Liverpool
. 2C Leith
, 2C Cardiff
2C London
2C Glasgow
, 2C N.Shields
MacLachlan, C.
Mathewson, H.
Mclnnes, J . . . .
Mordue, J. H.. .
Morris, H. G...
Morris, W
Neill, C
Oliphant. W. A
Robertson, A.. .
Robinson, H. . .
Roe, A
Rowles, C. ....
Samuels, R G.
Sharland, W. ..
Smythies, R. . .
Somerville.E.H.
Spence, B
Steel. J. W. ..
Stephenson, F.
Steven, W
Stevenson, W
Symes, R. . . .
Tolnie, D
Watkins, A. . .
Watson, H. J...
Whitfield, R.H.
Williams, J J
April I
Bennett, H. A
Cook, C
Davie, J. N. . .
Fenwick, J. C
Garriock, R. . .
Gillnian, C. H.
Harding, C P.
Hendry, R. J . .
Houston, P. . .
James, V. O. . .
Leitch, D
Maclean. A
Magoulas, S. . .
Mason, C. H. . .
Matthew. D . .
McMillan, J. H.
Musker, A
Owen, W. H,..
Richardson, R.
Richmond, W.
Riley, A. T
Kobson, A
Russell, D.C...
Scott, HP. ..
Simpson, J.
Thomas, W.
Usher, H.
Warnock, J
Williams. S
Woods, W.
M
iC Glasgow
iC Leith
iC Glasgow
2C N.Shields
2C Liverpool
2C Cardiff
iC Belfast
2C Glasgow
2C Glasgow
2C Liverpool
iC Glasgow
2C Cardiff
2C Glasgow
2C South'ton
2C South'ton
2C Liverpool
2C Cardiff
2C Belfast
iC Cardiff
2C Glasgow
iC Liverpool
2C Belfast
iC Glasgow
2C Cardiff
2C N.Shields
2C London
iC South'ton
3th,
iC N.Shields
iC N.Shields
2C N.Shields
2C N Shields
iC N.Shields
iC London
iC Greenock
2C Dundee
2C Greenock
2C N Shields
iC Dund-ee
2C Liverpool
2C N.Shields
iC N Shields
iC Dundee
iC Greenock
2C Liverpool
2C Liverpool
2C Greenock
iC Hull
2C Greenock
2C Hull
iC Greenock
2C N.Shields
2C Dundee
iC Liverpool
iC Liverpool
2C Greenock
2C London
2C Liverpool
The Marine Engineer and Naval
Architect Patent Record.
ComfHed hy Messrs. E. P. Alexander i^^ Son
Agents, 306, High Holborn, London,
Chartered Patent
W.C.
28,223. Steam-generators. Steam regenerative accumu-
lators, such as those drscribed in Specification No. 22,025,
A.D. iqo7, are built up of circumferentially flanged sections,
which may themselves be composed of longitudinally flanged
sections. As shown in Figs, i and 4 the accumulator a is
built up of the flanged sections 5 ... 9, which are con-
structed of the flanged segments 10 ... 15. Exhaust steam
entering by the pipe c impinges upon the separator e composed
of multiple plates / draining into a trough g. The by-pass
valve V is controlled l>y the piston p, which is water-sealed.
For higher pressures, the piston p may be loaded with a
weight I, and w'ith additional w'eights 2, 3, 4 as it is displaced
vertically.
No 288223.
29,014. Boat-supporting gear. Relates to chocks of the
kiiul mounted on transverse rock-shafts and coupled together
to move simultaneously in a fore-and-aft direction, the boat
gripes being released at the same time. The chocks a, b,
connected by a chain, are fitted to frame-works c which are
eccentrically hinged to transverse crank-shafts e, ei working
No. 29014.
in bearings /. The inboard end of the shaft e is provided
with an operating-lever g connected by a link h to an arm i
on the shaft ei." The forward chock is kept in a vertical
position by a chain 7 passing round a pulley k and connected
to the chock a at I and also to an arm li on the crank-shaft.
The aft chock is also steadied by a rod m i working in a thimble
)«4. The gripes » are threaded through eye-bolts o which
are fitted over vertical hooks p, the shanks of the bolts
engaging with projections carried by the crank-shafts.
No. 29119.
29,119. ^Turbines. Relates to impulse turbines of the
kind in winch the pressure energy of the motive fluid is
fractionally converted into kinetic energy by nozzles g, and
consists m graduallv increasing the dimensions of the blades
c. b. CI at each stage so as to reduce to a minimum all resistance
to free flow, and to avoid spilhng.
June, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
393
The Marine Engineer
And Naval Architect.
LONDON, JUNE, iQii.
TURBINE-DRIVEN SHIPS.
THE subject of the propulsion of ships continues
to occupy the attention of engineers to a very
marked degree, as is exemplified by a paper
read recently before the Liverpool Engineering Society
by Mr. J. K. Catterson-Smith, A.M.I.E.E., on the
manufacture of turbo-electric generators and some of
their applications to marine work. In a recent issue
we dealt with the subject from the broad standpoint
of the relative merits of toothed gears, hydraulic gears
and electric gears, consequently it is unnecessary to
go over the same ground again, but we think it may
interest our readers if we deal with some points of
detail raised by Mr. Catterson-Smith on the matter
of electric gears. It must be remembered that up to
the present, although the two former gears have been
applied on ships and results have been obtained, there
is no record of any example of the latter gear having
been installed on shipboard and practically tested.
The author claims that the chief advantages of electric
drives are : — No practical limit to power, electro-
magnetic gear in place of teeth, simple methods of
varying the gear-ratio, maintenance of efficiency over
large range of power by sub-division of generators,
and no uncertainty regarding operation and durability
of plant, .^part from questions of weight and economy,
it is absolutely essential that the electric coupling
should admit of an extensive range of speed control,
together with effective reversing p.iwers for braking
and going astern while the vessel is being manoeuvred.
The types at present available are direct current
motors, single-phase comnmtator motors, and poly-
phase induction motors, all of which are capable of
variable speed control. Direct current motors would
be supplied by direct current turbo-dynamos, and
single and polyphase motors by turbo-alternators.
There would appear to be a certain similarity between
electric train haulage and ship propulsion, thus
pointing to the advantages of propeller motors having
such characteristics, although it may be agreed that
the characteristics of induction motors would meet
the requirements of all vessels except those in which
exceptional manoeuvring capabilities are required,
as the turbine itself is capable of a wide speed range.
The direct current system has important advantages
in the matter of flexibility as to speed and torque to
meet the requirements of the vessel, while the pro-
peller motor can bs of any size if the voltage is
increased with the size of the unit. The author cites
the case of a rolling mill motor which was capable of
giving 12,000 B.H.P. at 60 revolutions per minute on
S80 volts. The speed control of such motors is easily
obtained by variable voltage generators, motor field
control, or compound winding on the motor field.
When the ship is to be stopped, the propeller driving
the motors would enable the latter to regenerate and
deliver back energy to the main generators, where it
would be absorbed by a water-cooled brake, or a
steam blade brake, or the energy could be dissipated
by resistances. Although propeller motors of large
power present no difficulty, it is found that present-
day direct current turbo-dynamos have a distinctly
limiting feature in the matter of providing commutator
capacity, and in support of this the author gives some
interesting tables and formulae showing the maximum
voltage possible under certain conditions. With
regard to polyphase generators, it is pointed out that
commercial firms are prepared to construct motors up
to 3000 B.H.P. continuous rating. The limitations
as to size of this class of motor are not of any serious
moment, l)ut whatever they are, the principal difficulty
will be with the propeller motors, instead of with the
generating sets as in the direct current system.
Dealing now with polyphase induction motors, it is
pointed out that this system in various forms is tiie
one most applicable, owing largely to its simplicity.
Some interesting particulars are given in the paper of
an extremely simple three-phase system recently pro-
posed to the U.S. Government for a battle-ship. The
main machinery was to consist of two 12,000 K.W.
three-phase generators, having a maximum speed of
1,200 revolutions. Twin screws with two 7,000 H.P.
motors to each shaft were to be fitted, thus with full
load 28,000 H.P. would be transmitted. When at full
power the two motors forming one set each have 30
poles, the gear ratio then being 7* to i, and under
these conditions the speed would be controlled by the
turbine speed. For lower speeds one generator and
one motor on each shaft would be cut out, leaving the
gear ratio the same. For still lower speeds the
number of motor poles would be changed to fifty,
giving a gear ratio of 12^ to i, and the turbine be
allowed to work over its whole speed range again.
Some interesting tables of gear ratio between alter-
nator and motor are included in the paper.
THE COLONIES AND SHIPPING.
IT is seldom that a more representative deputation
is received by a high Officer of State than the
large and influential body of gentlemen from the
Shipowners' Parliamentary Committee, who in the
middle of last month had the opportunity of expressing
their views, on the subject of colonial legislation
affecting merchant shipping, to Mr. Sydney Buxton,
the President of the Board of Trade. It would
appear from the statements made that the deputation
represented directly or indirectly 95 per cent, of the
British owners registered. The purpose of the
394
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 191 i.
deputation was to emphasize the importance of
matters which were debated at the Colonial Conference
in 1907, and which it is understood the Colonial
Representatives are going to press very strongly at
the current Imperial Conference. If their demands
are acceded to the result to a large extent will be a
revolution in the interests of the shipping of the
Empire. As Mr. Norman Hill, of Liverpool, pointed
out, Sir W. Line contended at the last Colonial
Conference that " The requirements and laws relating
to shipping should be uniform throughout the Empire
but I consider the lines of New Zealand legislation
and Australian legislation should be generally followed
as a term of uniform law, and that Foreign Ships
must be subject to all the requirements of British
Ships." If this is the programme it is quite clear
that the utility of the Conference of 1907 has been
materially reduced and it does not even seem to have
had merely an educational value. Looking at the mat-
ter quite impartially and having regard to the enormous
preponderance of British over Colonial shipping it
would appear to be manifestly unreasonable for the
Colonies to press a policy on the ground of uniformity
under which the British owners are controlled and
handicapped and their business exploited for the
benefit of another community altogether, while the
freedom which is the essential factor for the successful
running of British shipping is to be destroyed. There
can be no possible objection to the reduction of mari-
time law to suit the empire as a whole so long as the
basis of 5ettlement does not rest on the narrow lines of
Colonial policy, as such a course would be impossible
to carry out without the gravest injustice. We feel
sure that Mr. Buxton will be assisted and materially
strengthened by all he heard from the deputation
when he comes to deal with the various proposals at
the Conference, and we trust he will do all he can to
come to an amicable settlement and maintain the
integrity of the position, as far as the Mother Country
is concerned.
NATIONAL INSURANCE.
THE State Insurance Scheme which has been
submitted to Parliament has the merit which
attaches to all proposals calculated to improve
the conditions of life, especially to those who are least
able, on account of their environment, to look ahead
and plan for themselves. It has apparently less of
the demerit than sometimes is allied to philanthropic
schemes, the framers of which frequently consider
their subject from one point of view alone, overlooking
constitutional questions upon which the grit of a
nation depends. The Workmen's Compensation Act
has given rise to many abuses and to many hardships,
as has also the Old .\ge Pensions Act, but to a smaller
extent, and in directions which admit of more easy
rectification ; the amendments now proposed will
probably accomplish this. It is therefore important
that the new Act should be carefully considered and
discussed in all its bearings before being passed into
law. The Friendly Societies who are deeply interested
in the scheme appear as a whole to be favourably
impressed and are prepared to discuss the terms with
favouring criticism. The medical faculty may not be
quite so favourably inclined, but the reasonable opinions
expressed in regard to the Act show that medical
men are considering the provisions with approval
provided that the interests of all concerned be carefully
thought out, discussed and safeguarded from a broad-
minded statesman's point of view. That costs of
material will be raised all round may be taken for
granted owing to the weekly contributions from
employers and employed adding to the workshop
expenses, and this in view of applications now under
consideration for further advance of wages. The heads
of firms, however, who have spoken on the subject
have on the whole expressed views assenting to
the desirability of establishing a national scheme.
The tendency of the Act will have a compelling
influence on the thriftless towards a provident habit.
The steady seamen and firemen will be greatly ad-
vantaged by the Act ; many of them, being connected
with Life Assurance Societies for small amounts,
have already acquired the habit of regular payments
for the benefit of those dependent upon them. The
proposal which is now under discussion of weekly
payments in place of advance and allotment notes,
payable monthly, would, if carried into effect, facilitate
the working of the details of the Act. The general
effect of a National Insurance Scheme should have a
stead ving influence on those who are too easily led
away from duty ; unfortunately there are many such,
and there will be considerable difficulty in adminis-
tration to deal with these.
THE PROFESSION OF NAVAL ARCHITECT.
WE are always pleased to note large bodies and
associations recognising their responsibilities
with reference to professions to which they
owe so much, and on which they rely for that accumu-
lation of knowledge and the practical application of
scientific principles on which their successful operation
so largely depends. We therefore desire to con-
gratulate the general committee of Lloyd's Register
of Shipping on their decision to institute three scholar-
ships in Naval Architecture in connection with the
University of Liverpool. We understand that the
value of each scholarship is /50 per annum, available
for three years and one will be awarded annually.
It is arranged that the first will be awarded as the
result of the entrance scholarship examination in
September next. An important condition is included
amongst others that competitors must show knowledge
of practical shipbuilding. We believe that this offer
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
395
by Lloyd's Committee is the result of the efforts
of Professor Abel on his own suggestion to the
committee. The Professor at the present time holds
the Chair of Naval Architecture at the University of
Liverpool and we congratulate him on the success of
his efTorts.
It is interesting to note that Sir Philip Watts, the
Director of Naval Construction, is to be the Examiner
for all the branches of the subject.
POSTAL REFORM.
THE need for some reform in the postage rates on
monthly newspapers has been felt for a long
time past, and numerous efforts have been made
to effect some alteration, but without the success they
deserve. Recently the matter has again been brought
into prominence by the London Chamber of Com-
merce, the Institute of Journalists, and bj' the
Agricultural Economist and Horticultural Review, a
monthly periodical. Various meetings have been
held and a deputation has waited on Mr. Herbert
Samuel, the Postmaster-General. As Mr. T. Henni-
ker Heaton points out, it is intolerable to pay 4d. to
send a magazine weighing a pound to Canterbury, in
New Zealand, and the same magazine to Canada for
id. It has been ascertained that the British postal
charges on monthly periodicals are the highest in the
civilized world, which it must be agreed constitutes an
oppressive tax on knowledge for which there is no
reasonable justification. The answer given by Mr.
Samuel to the deputation was a refusal to grant con-
cessions and a repulse to the step made. However,
the matter is not to rest there, as a new movement is
likely to be organized on a broad basis capable of
embracing all classes of the post-office-using public
who have i^rievances. A strong committee has been
formed to carry the movement on m furtherance of
postal reform and it is earnestly hoped their efforts,
with which we are wholly in accord, will be
successful.
SEAMEN AND FIREMEN.
THE spirit of unrest which has been abroad of late in
shipbuilding centres assumed a role during May in
keeping with the merry month, and with the general
apprehension of the festivities to be clustered around the
United Kingdom in the course of the summer. The idea of
large camps on the outskirts of the docks, where seafarers
could meet and enjoy themselves for a fortnight was a great
one, and the placards announcing the arrangements appeal
to the sympathy of all who arc interested in the sailor — and
who is not in ttiis sea-girt isle of ours ? The later circular
gives a prominent place to the children of schools within the
neighbourhoods. The dates of the festival with sports and
pastimes have been slightly altered, but the end of May or
beginning of June is approximately the time when the tug
of war may be witnessed and mayhap the hornpipe applauded
by the spectators assembled for the occasion. The threatened
international strike proposed under cover of the camp tents
has somewhat spoiled the effect of the atmosphere to the
general public by removing the veil and revealing the under-
current. Verily there appear to be many things which roll
beneath the current which require to be explained.
REFRIGERATING APPARATUS FOR
MARINE TRANSPORT.
[Continued from Page 293.]
The Evaporator.
THE evaporator consists of another set of pipes, which.
may be in the form of a grid or may be again in a coil,
placed in a tank. There is always the most important
valve in the whole apparatus, between the receiver if there
is one, and the evaporator, or between the condenser and the
evaporator. It is called the expansion valve, and it controls
the passage of the liquid refrigerant into the expansion coils.
The expansion valve is very carefully made, being ground
into its seat, and a very small movement allows a sufficient
quantity of the liquid to pass through. On passing through
the expansion valve the hquid enters the expansion coils,
where the space open to it, in which to expand, is very large.
In expanding it should fill the whole of the expansion coils,
and in expanding it extracts the heat required to assume
the gaseous condition, from the surrounding objects. The
other end of the expansion coils is connected by a pipe to the
suction valve of the compressor. Marine engineers will have
noticed frost on a pipe leading to the compressor of plant
that has been shown at exhibitions. The pipe with frost on
is the suction pipe leading from the end of the expansion coils
to the suction valve of the compressor. The gas in expand-
ing assumes a low temperature, and it is at this low tempera-
ture when passing through the suction pipe to the compressor,
hence any moisture which is in the atmosphere condenses
upon the cold surface of the pipe, and is converted into snow
in the usual way.
When the apparatus is working properly, the refrigerant
is continually circulating round and round through the
system. Some of it is constantly expanding to a low tem-
perature in the expansion coils, some of it is constantly
being compressed in the compressor, and some of it is con-
stantly being Uquefied in the condenser.
The temperature to which the cold store, or the brine tank
to be described presently is reduced by the expansion of the
refrigerant, depends upon the quantity of the refrigerant
that is allowed to pass through the expansion valve. The
quantity of the gas that is required will depend upon the
area it has to serve, the area of the cold chamber controlled
by the expansion coils, and the temperature to which the air,
or the produce in the cold store, has to be lowered. It will
easily be understood that the lower the temperature at which
the cold store has to be held, the larger is the volume of the
gas which has to be handled by the compressor, and therefore
the larger is the amount of work done by the compressor.
Hence, as will be explained later, the power required to drive
the compressor varies with the cubical content of the cold
chambers to be controlled, and with the temperature at which
thev are held.
Brine Cooling.— For certain purposes direct expansion,
as it is termed, has certain disadvantages. The grid of ex-
pansion pipes may be fixed in the cold store, or in a tank
in which ice is to be made. With carbonic acid, and sul-
phurous acid, there is no objection to this, and direct expansion
is often emploved where these refrigerants are used. With
ammonia, however, should there be a shght leak in the expan-
sion pipes, the ammonia gas might affect the produce in the
cold store, or the ice m the ice tank. Hence secondary
coohng by the aid of brine is adopted for certain purposes.
In addition to avoiding the danger of escaping gas. the use
of brine coohng enables a better control to be obtained of
different cold chambers. This is of great importance where
chilled beef is carried. With chilled beef cargoes it is usual
to divide the hold, which is insulated as a whole into sections.
Each section has its own grid of brine pipes. The whole of
the brine returns to a common tank, before passing to the
evaporator tank to be re-cooled, and the attendant is able to
tell, by the aid of thermometers placed in the path of the
return brine, the condition of each section of each hold, and
by increasing or decreasing the rate oi the flow of brine in
the coils of that particular section of the hold, to lower or
raise the temperature of the section as may be desired.
In brine cooling the expansion pipes are usually formed
into a coil, which is immersed in a tank containing brine.
3Q6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
Fig. 7 shows one form of evaporator tank, arranged for cool-
ing brine, and also for cooling air. The brine is kept cir-
culating through the tank and through a grid of pipes, or
other arrangements to be described, which are performing
the actual cooling. Grids of brine pipes are placed in the
cold stores, and the brine is kept circulating through them,
and through the evaporator tank. The cold brine passing
into the grid of pipes in the cold chamber extracts heat from
the air of the chamber and thence from the produce. Having
extracted a certain quantity of heat, and having its own
temperature raised a few degrees, it passes back to the brine
tank, where it gives up the heat which it has absorbed in
the cold chamber, to the evaporator coils, passing back again
to the cold chamber. The brine is kept continually circula-
ting round and round, through the brine tank, through the
pipes connecting it with the grid, and through the grid.
Again it is important that the circuit should be closed always.
Any leakage will be bad for the efficiency of the system.
Fig. 8 is a diagram of the brine circuit showing the evaporating
tank, the brine grid and connecting pipes.
8R1NE
MR OUTLET
INLET
AMMONIA INLET
the brine back to the compressor, and thence to the condenser.
In tlie condenser tlie heat which originally came from the
cold chamber, is delivered to tlie cooling water, and in the case
of board ship work, is pumped overboard.
Why Brine is Employed, and What is me.\nt
BY Brine.
By brine is usually understood salt and water, but in cold
storage work it includes a solution of common salt, a solutioii
of calcium chloride or of magnesium chloride. Solution of
sodium chloride (common salt) is not often used, because
Fig. 7-
The brine is kept in circulation by any convenient form
of pump. There are a number of double pumps on the
market. With small plant the brine pump is usually driven
from the same crank shaft as the compressor piston. With
larger plants, and particularly with the large amount of
brine circulation required for ships' holds carrying chilled
beef, the pump is sometimes driven separately by an electric
motor. Fig. 9 sliows a small plant, in which the evaporator
tank, the condenser and tlie compressor and brine pump
are all carried by one bedplate.
It will be seen now how the heat is transported from the cold
chamber to the water in which the ship is floating. The
heat which has leaked into the chamber, or which is present
in the produce, is absorbed by the cold brine. The brine,
whose temperature has been slightly raised, delivers the heat
it has abstracted from the cold chamber to the evaporator
coils. The refrigerant, which is circulating through the
evaporator coils, carries the heat which it has abstracted from
KCrniOEKANT OUTLCT
Fig. 8.
of its chemical action upon the iron pipes that are generally
used for the brine circulation, and for the brine grids. In
this country, and in ships trading and fitted out in this
country, calcium chloride is usually employed. It has
practically no chemical action upon iron, providing that it
is pure. In Germany, magnesium chloride is used, and in a
few cases in the United Kingdom, where plant has been put
down by German firms, as in the case of shaft sinking by tlie
aid of the freezing process, magnesium chloride has been used.
Brine of any kind is employed, because its freezing tempera-
ture is lower 1;han that of water. As mentioned in connection
with the temperature at which produce is to be held, im-
mediately water holds any salt in solution its free-zing tem-
perature is lowered. In the case of calcium chloride, 5 per
cent, of the salt lowers the freezing point to 277°F., 10 per
REGULATOR
VALVE
EVAPORATOR
■ i-COMPRESSOR
HOLLO^V OIL
GLAND
DRIVING PULLEV
COnjDENSER
INSULATION
BRINES CIRCULATING
^PUr-1P
Fig. 9.
cent, lowers it to 22-4°F., 15 per cent, to I2°F., 20 per cent,
to minus r5°F., 25 percent, to minus 2i-8°F.. and 30 per cent,
to minus 54-4°F. So that a solution of calcium chloride may
be made up whose freezing point will be at any figure that is
desired. It is important that the quantity of the salt in
solution should not be greater than is necessary to keep the
freezing point at the proper figure, because if the solution
is denser than is necessary, a portion of the salt will deposit
upon the inside of the brine pipes, and as in the case of the
salts from sea water mentioned in connection with the
evaporative condenser, will prevent the passage of heat
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
397
through them, from the produce to be cooled to the brine.
The solubiUty of calcium chloride decreases as the tempera-
ture falls. At 32°F., the freezing point of water, a gallon of
water will dissolve 5 lbs. of calcium chloride. At I4°F. it
will only dissolve 4-2 lbs., and at minus 4°F. it will only
dissolve 3 '6 lbs. From the figures given above for the freez-
ing points of the solution of calcium chloride, with different
percentages of the salt, it will be seen that there is plenty
of margin for obtaining a sufficiently low freezing point,
without having an unnecessarily high density. It may be
interesting, however, to point out that both sodium chloride
{common salt) and magnesium chloride vary very much less
in their capacity for dissolving in water, with different tem-
peratures, than calcium chloride. At 32°F., a gallon of
Fig. 10.
water will dissolve 3'55 lbs. of sodium chloride, and at minus
4°F. the quantity has only been reduced to 3'i8. With
magnesium chloride, at 32°F., a gallon will dissolve 5 '6 lbs.,
and at minus 4''F. it dissolves 5-3 lbs.
It will be understood that brine is used in place of water,
because water would freeze in the pipes at the temperatures
at which the cold stores or the ice tanks are to be held, while
the brine does not. And in addition, with brine, the en-
gmeer can arrange, without difficulty, to hold lus produce,
his ice tank or his cold store, at any temperature he pleases,
without danger of trouble from the freezing of the circulating
liquids. Fig. 10 is a sectional diagram of a favourite form
of compressor, with condenser in the bedplate and evaporating
tank or brine cooler separate.
(To be conlittued.)
DIESEL ENGINES FOR SEA-GOING
VESSELS.
By J. T. Milton, Esq.
(Continued from page 382.^
IN making these calculations of the stresses caused by the
bending moments and torsion moments combined, the
former have been assumed to be due to the greatest load
coming on the piston which occurs at the commencement of the
stroke. Although the load is slightly lessened at the instant
when the greatest torsion moment is acting, the reduction
is not nearly so much as that which occurs in the Diesel
engine, and it has not been taken into account. In all these
cases the size of shaft is assumed to be that which would be
the minimum required by Lloyd's Rules, not the somewhat
larger shafts actually fitted by the makers in each case.
The combination of the bending and torsion moments has
been made by the usual formula, and as a result an average
stress of 7,302 lbs. per square inch was obtained. It must be
distinctly stated again that it is not claimed that these figures
are absolutely correct, as they are obtained upon certain
assumptions regarding the bending moment, but they are
reliable as a means of comparison with figures obtained in
precisely the same way with other engines.
It now remains to apply this stress intensity to the shafts
of the Diesel engine.
As an example, let us take an engine with, say, four cylin-
ders, two-stroke cycle, single-acting. Its diameter of
cylinder = D inches, its stroke S inches, and its span of
bearings L = i-2 S ; that is to say, its proportions being the
same as those taken in Tables I., II. and III., and assume
the compressors to be worked from the forward end of the
crank shaft. We shall have the load on piston =D^ ^~a~^
500 lbs.
From Table III. we see that the maximum combined
moment on the crank shaft, estimated as a bending moment,
is. Load on piston xstroke X -251. Hence, if d is the diameter
of shaft, which will give a stress of 7,300 lbs. per square inch-
es x -^ x 7300 = D^ X — X 500 X S x-251.
32 4
from which
d» = D2Sx -1375,
and
d = v'D-S X •1375-
This rule is only suitable for cases in which L is 1-28.
As has been stated, the rule can be put into the form D =
V'D-' (A S -l-B L) to suit all ratios of -^ from 1-2 to i-8.
The following Table V. gives the suitable values of A S -|-
BL:—
TABLE V.
Values of (AS-f BL) in the formula D= v^D's x (AS-I-BL).
Description of single-acting
engine.
For engines with
separate compressors.
1 , 2 or 3 cylinders
4 cylinders
5 or 6 cylinders
8 cylinders
•089 S-f-037 L
•099 S -(- -036 L
•III S-f-035 L
•131 S-I--033 L
For engines where
compressors are
I'orked from fore end
of crank shaft.
•086 S+-038 L
•093 S-I--037 L
•103 S-t--036 L
■120 S-|- -034 L
We have next to determine a rule for tunnel shafts, which
are subject to torsion only. In the steam engine the usual
20
practice is to make the tunnel shaft — of the diameter of
the crank shaft.
In Table IV. it is seen that the average stress caused by
the maximum torsion moment upon shafts of the sizes
required by Lloyd's Rules lor the crank shafts of the engines
under consideration is 5,123 lbs. per square inch. As the
tunnel shafts will be — of the sizes of the crank shafts, the
average of the stresses on them will be {~\ x 5.123 = 5.930
lbs. per square inch.
Takmg again the four-cylinder engine, we see from Table
III. that the maximum torsion moment to be provided for
is —
Load xstroke x-23i.
Hence, if dt be the diameter of the tunnel shaft to give
a maximum stress of 5,930 lbs. per square inch, we get —
df-x^ X 5,930 = D-^ x-^ X500 x S x-23i.
whence — •
rf3=D2S X -07791.
In this way we get the following Table VI. : —
TABLE VI.
Giving the Value of the Co-efficient required in the
Formula.
Diameter of tunnel shaft = co-efficient x v'D^S.
Description of single-acting
engine.
I or 2 cylinders
3,4, 5 or 6 cylinders
8 cylinders
For engines
with separate
compressors.
For engines where com-
pressors are worked from
fore end of crank shaft.
•456
•436
•466
■454
•429
•452
It is to be noted that no allowance is made for the equalizing
effect on the torsion moment of the fly-wheel, which must be
fitted in engines with a small number of cylinders. As against
this, however, it may fairly be set that not only will the fly-
wheel be as small as will suffice to enable the engine to turn
the centres, but also in these engines the range of stress
through the incquahties of the torsion moments is considerably
greater than in the steam engines which are taken as standards
of comparison, and experience shows that with a large range
398
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, igii.
TABLE IV.
Giving Particulars of Shafts, etc., of Marine Engines.
No.
3
4
5
6
7
8
9
lO
II
12
13
14
15
i6
17
Diameter of Cylinders.
Inches,
2
23i
i8
26.
30,
25.
26,
24i
27J
M).
26.
26.
2i,
25i
25.
40,
38
30.
43.
48.
4S.
42.
44
43.
.40
.43
31 ■
42,
42,
41.
.42
42
68 by 48 stroke
, 64 by 42 stroke
50 by 36 stroke
70 by 45 stroke
78 by 54 stroke
78 by 54 stroke
■71 by 48 stroke
72 by 48 stroke
70 by 48 stroke
, 66 by 45 stroke
i, 73 by 48 stroke
5 I by 36 stroke
70 by 48 stroke
70 bv 48 stroke
68 by 48 stroke
., 69 by 48 stroke
69 by 48 stroke
Pres-
sure,
Lbs.
per
sq. in.
180
180
180
180
160
160
200
180
180
180
180
180
180
180
180
180
180
per
minute
Indicated
horse-
power.
Maximum steam pressure
on pistons.
Lbs. per sq. in-
86
67
8^
64
62
61
78
76
69
60-5
71
78
62-5
65
62
70
75
2470
1353
882-3
1843
2882
2974
2821
2770
2184
1521
2332 •
1080
1991
2018
1632
2276-5
2420
H.P.
I. P.
120
54
124
45
105
48-5
"5
48
100
54
106
62
128
58
120
57
108
48-6
112
40-5
128
54-4
108
55
121
44-7
122
48
117
48
118
54-5
114
44-8
L.P.
19-0
i6-o
i8-2
19-2
i8-o
IK'S
i8-5
17-0
i6-o
15-0
17-4
20-4
19-5
18-0
15-1
17-75
16-0
Proportional loads on
pistons.
H.P.
l.P.
120
138
124
117-5
105
135
115
131
100
137
106
158-5
128
163-5
120
157
108
133
112
108-5
128
136
108
146
121
116
122
125
117
129
118
148
114
126
L.P.
140-6
118-4
141
139
121-5
107
1.48-5
125
116
109
124
147
141
130
1 12
129
122
Crankshaft
diameter
by L.R.
rule.
13-277-
12-198
9-777
13-393
14-932
14-932
13-894
13-876
13-686
12-846
14-086
10-067
13-573
13-573
13-330
13-508
13-395
Si li •
4J m Ul
Max.
torsion
moment
1, 000 lbs.
per
sq. in
44
39i
34
44*
57J
57*
52J
49 i
48 i
43i
48
32i
45i
45i
48 J
45J
45f
2286
1605
846
2291
3699
3880
2878
2900
2519
2001
2614
1 102
2535
2471
2095
2588
2567
MC2
.E o •
■ C u
M OJ oj
S 2
Max.
torsicn
stress =
f262
mean.
Lbs. per
sq. in.
Stress
per com-
bined
moment.
Lbs. per
sq. in.
380
253
152
411
621
545
483
426
371
278
436
168
427
394
334
379
342
Mean :
4973
4504
4616
4857
5659
5935
5465
5527
5004
4807
4763
5500
5163
5032
4504
5347
5438
5123
7132
6420
6677
7024
8121
8361
7854
7822
70S5
6764
6830
7796
74' 3
7181
6415
7565
7668
7302
of stress a shaft cannot stand so high a maximum stress as may
be safelv borne wlien the range is small.
The calculations have been made for the two-stroke single-
acting tvpe of engine. They will all be equally applicable
to the four-stroke single-acting engine with double the
number of cylinders.
With regard to the double-acting type of two-stroke cycle
engine, with the exception of there being no allowance made
for the lessening of the piston area for the upstroke due to
the piston rod, the single-cylinder engine will compare in
all respects with the two-cylinder single-acting engine. The
two cylinder double-acting engine with cranks at 90° will
also compare with the four-cyUnder single-acting so far as
tunnel and screw shafts are concerned, but the crank shaft
will not be so much strained, owing to there being no part
of it in the same condition as the third crank of the four-
cylinder engine. The maximum torsion on the crank shaft
will be the same as that on the shaft of a two-cylinder single-
acting engine. Three-cylinder engines with the cranks
equally spaced, and four-cylinder engines with cranks spaced
90°, 45°, 90° and 135°, will be under the same conditions
as single-acting engines with six cranks at 60°, and with
eight cranks at 45° respectively, there being in these cases
the corresponding phases which bring the greater torsion
moments upon some of the cranks.
In conclusion, reference should be again made to the
kindness of the various firms and individuals mentioned in
furnishing so much information as they have done. The
author also wishes to acknowledge the great assistance he
has had from Mr. J. E. Milton, in dealing with the very
numerous calculations and diagrams which have been made
in order to obtain the results given in the Tables.
H.M.S. "INDEFATIGABLE."
THE Indefatigable represents the cruiser edition of
battleship Neptune — dealt with in our April
issue — and is the first of three ships of her class
to be completed, the other two being the Australia and
New Zealand, which are still on the stocks and being
built for the Colonies whose names they bear. The
type is a natural development of the precursor
Invincible, although differing greatly in appearance.
It will be remembered that the earlier battle-cruisers
had their amidships turrets placed en echelon, but the
guns had restricted cross-deck arcs of fire owing to
their length being insufficient for the turrets to be
more widely spaced.
la the Indefatigable this defect has been remedied by
increasing the length from 562 feet to 580 feet over
all, and utilising the extra space by giving each amid-
ships turret a wide cross-deck bearing. This modi-
fication has led to a considerable re-arrangement of
the funnels and superstructure, as instead of having
two funnels forward of the amidships guns and one
aft, the second uptake has been placed between the
turrets, the small superstructure around it being cut
away so as to allow for the maximum arcs of fire.
The main-mast is stepped right aft instead of close up
against the third funnel, with the result that the ship
presents a peculiarl\- irregular profile, and has already
been christened " the ugliest ship in the Navy." To
keep the forebridge clear of smoke and " stokers " the
fore funnel is raised about 15 feet higher than the
other two, and this tends to accentuate her philistine
appearance.
The dimensions of the Indefatigable are : — Length,
555 feet between perpendiculars and 580 feet over all,
beam, 80 feet and mean draught 26| feet, the normal
displacement being 18,750 tons. On trial the draujiht
was exceeded by about a foot, and the actual displace-
,ment seems to have been nearer 19,200 tons, though
this has not affected her steaming powers.
Last December on her preliminary run a speed of
27 knots was registered ; a new type of propeller was
then fitted, and on Monday, April loth, the vessel left
Cawsand Bay to complete her acceptance trials,
during which the splendid speed of 28 knots was
attained. The results are as yet confidential, but it is
understood that the vessel can be relied upon to
maintain 27 knots in a seaway continuously, and this
with a considerable reduction in the number of
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
399
revolutions and consequent general stress upon the
machinery. The difference between the actual and
designed draught is being investigated and it is con-
fidently expected that it will be possible to effect a
remedy without much difficulty.
The armament of the Indefatigable is similar to that
and " Orion " types. On paper the Indefatigable can
bring six guns to bear fore and aft and eight on either
beam, while the Lion should fire four forward, two aft
and eight abeam.
In actual practice, however, these concentrations
of fire must be considerably modified. According to
<Q^m=
Plan.
H.M. Cruiser Indefatigable
of the Invincible, except that
new 50 calibre pattern
the 12" guns are of the
instead of' Mark XI 45
calibres. Recently we discussed the pros and
cons of the en echelon arrangement of the amidships
turrets in the " Neptune " class as opposed to the
all-centre-line disposition adopted by the later " Lion "
reliable reports no attempt was made to fire the " off"
guns across the decks on the Indefatigable s trials for
fear of straining the ship, while it is also said that the
raised turret on the Lion is not intended for use in
the axial line ahead and will only be fired on the
beam.
400
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
The question as to which is the better arrangement
for 12" guns becomes thus even more complex. The
Indefatigable can fire four to six guns ahead and
actually six abeam ; the Lion arrangement gives
only two ahead in practice, but all eight on either
broadside. Personally we fancy the 12" gun is better
placed as in the Indefatigable and the i3'5" all on
the centre-line. Certainly the increased blast over
the decks from the latter weapon and the difficulty of
sufficiently strengthening the hull-side to resist the
recoil in offside firing, would put the en echelon distri-
bution out of court for the Lion.
At present, however, it is unwise to accept all the
rumours about the training arcs of the Indefati-
gable's guns as gospel. She is to undergo secret
tests which will determine the possibilities of the
system once and for all, and it is quite on the cards
that she may prove equal to cross-deck firing. On
the other hand, if she does not, it will mean that all
foreign ships with their guns so placed will have their
offensive powers curtailed to a similar degree.
As regards protection, the main water-line belt
extends from bow to stern, is 8" amidships from the
bases of the fore to the after turrets and continued as
4" to the bow and stern. The turrets are 10" thick
and the bases about 6". A second armour strake
extends along the main deck similar in thickness to
that which protects the water-line. Details as to
bulkheads and internal armouring are wanting. The
ship has been built with the utmost secrecy, and
actually very little beyond the figures given can be
ascertained as to the system of protection adopted
against torpedo attack.
Only two torpedo-tubes are carried, and these will
discharge the new 21" weapon. Some authorities give
her four submerged and an astern tube, but this
armament, we understand, is incorrect.
The I ndefatigable' s machinery consists of Parsons
turbines of 45,000 I.H.P., supplied by Messrs.
John Brown & Co., Clydebank, designed to give a
speed of 26 knots, a speed which has already bten
exceeded by two knots. Steam is generated by Babcock
boilers, and her coal supply is 1,000 tons normal and
2,500 tons maximum, plus oil fuel.
She was laid down at Devonport Dockyard in
February, 1909, launched in October of the same
year, and was due for completion last February. Her
cost has been /i, 547, 426, while the cheapest of the
17,250 ton " Invincibles " cost ^1,728,229!
In the following table she is compared with existing
types of battle-cruisers : —
Lion. IndsfaiigabU. Invincible. V-iiey.Tann. Maltkc.
Length over all 700'
Beam ... 86i
Draught (mean) 27
Displacement 2G.360
(Normal) tons.
Designed H.P. 70,000 43,000 41,000 41,000 68,000
Designed Speed 28 knots 26 l^nots 25 knots 25 knots 27 linots
Highest Speed 28 ,, 266 ,. 2763 ,,
Armour Belt gj" Simpson 8" Krupp 7" Krupp 6"- 7" Krupp 6A"-7" Krupp
8 or
Armament 8 13-5'' 8 12" 8 12" 8 11" , 10 12"
10 5-9" ic
24 4" 16 4" 16 4" 16 3'4" I 14 3*.
Torpedo Tubes 5 21" 2 2t" 5 18" 4 lg'5" 4 lg'5"
Coal . . 1000/3,500 1000/2,500 ioou'2.500 1000/2,800 1000/2,800
Cost .. f 1,920,000 £1,547,426 £1,768,995 £1,833,000 £i.g50,o<io
Cost per ton £72-8 £825 £102-4 £98 £go 7
BRITISH INDIA COMPANY'S ENGINEERS'
CLUB.
580'
562'
561'
592'
80
78*
87
88
26*
26i
261
26a
18,750
17,250
18,700
21,500
10 12" ,
10 5g'- 1
■ 4 3"4"l
The McNab Direction Indicator. — We understand that
a McNab direction indicator has been supplied to the City 0/
Baroda, built for the EUerman Lines, Liverpool, and recently
launched at Whiteinch.
WE have pleasure in reproducing photographs of
the interior of the British India Company's
Engineers' Club in Calcutta which was
founded over thirty years ago, and has been carried
on with great success, proving itself a boon and a
blessing to the engineers who trade to and from
Calcutta, whether engaged in the coastal trade or the
home line of the Company. Especially to the former
is the club of great value as a social rendezvous, with
its reading, sitting, recreation, refreshment and resi-
dential rooms. Many of those who were associated
with its foundation have been referred to in our pages,
on the occasion of their retirement from active
service or on their departure from this life. The
memories of such are kept alive by portraits in the
club building. Many interesting functions have been
held in the club, similar to one held in the beginning
of May, the report of which has just reached us in
time to refer to. The previous gatherings we have
formerly commented upon were held in premises
other and less elaborate than those illustrated, as the
club has moved into new and improved quarters
three or four times. The occasion now calling for
comment was a farewell dinner given to Mr. J. L.
Leslie, who has served the British India Company as
Superintendent-Engineer in Calcutta, and is now on
his way home for a well-earned holiday. Mr. R. A.
Murdoch, Deputy Supt. -Engineer, occupied the chair
and around him were representatives of the principal
engineering and shipping firms in Calcutta. The
loyal toasts were proposed by the chairman and
received in appreciative terms by the company, after
which Mr. Murdoch referred to his own personal
experience and pleasant relationship with the guest of
the evening, whose departure for home they had met
to commemorate and to wish him a good voyage with
a happy arrival at the end of it. Chief-Engineer
Charles Mackay then proposed in felicitous terms the
toast of the evening, commenting upon the able and
characteristic way in which Mr. Leslie had discharged
the duties of his office. He expressed in earnest
language the high appreciation in which their Super-
intendent was held. The manner in which the toast
was received showed a hearty endorsement on the
part of the assembly. Mr. Leslie, in responding,
expressed his thanks and the pleasure he enjoyed in the
knowledge of the good feeling manifested, and for the
kind wishes which had been conveyed to him. The
toast of " Our Guests " was proposed by Mr.
J. M. Macfarlane m kindly and pleasing terms, and
responded to liy Mr. Graham Robertson, Surveyor
to the Indian Government, who added his personal
acknowledgments of the worth and good points of the
guest of the evening. The health of the chairman
was proposed by Mr. J. W. A. Bell and duly
responded to. The evening was enlivened by music
and songs contributed by Messrs. C. W. Ives, A.
McGregor, J. Skippers, J. .\. Steveson, L. W.
Hockley and W. S. Waddell.
At the close of the proceedings, hearty cheers were
awarded to Messrs. Hunter and McLeod for the
excellent arrangements which had been so well
carried out under their convenership.
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
401
BRITISH INDIA COMPANY'S ENGINEERS' CLUB.
Entrance from Lift.
Drawing Room.
Readins Room.
Roof of Club.
Reading Room.
Billiard Room
402
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
A NEW DESIGN OF MERCHANT
VESSEL.*!
By Maxwell Ballard, Esq. A. M.I.N. A.
THE steamship Edenoy being a new departure in merchant
ship construction, it is hoped that a description of
her, with particulars of the innovation in design and
structure, may be of interest. The vessel has been built on
the Ayre-Ballard principle for the Edenor Steam Shipping
Company. Ltd.. Newcastle-upon-Tyne, by Messrs. Osbourne.
Graham & Co., Sunderland, and will be employed chiefly
in the Baltic trade.
The order was secured in competition with other ship-
builders, who submitted proposals for vessels of the ordinary
types, but the saving in first cost as well as the other advan-
tages offered by the new design influenced the decision of
the owners in placing the contract. The vessel was to have
been completed early in December of last yar ; but. owing
to the unfortunate stoppage of work in the shipyards caused
by the lock-out of the memliers of the Boilermakers' Society,
considerable delay occurred.
The following are the dimensions and leading particulars
of the vessel : —
Length between perpendiculars .. 240 ft. o in.
over all . . . . . . 249 ft. 9 in.
Breadth moulded . . . . . . 34 ft. o in.
extreme . . . . . . 34 ft. 2 in.
Depth moulded. 16 ft. 5 in. -I- 5 ft. 9 in. arch erection.
Poop, 17 ft. 9 in. X7 ft. Forecastle, 23 ft. X7 ft.
She carries 2,141 tons deadweight on 16 ft. oj in. draught
with a block co-efficient of -7^5 ■ and has been classed at
Lloyd's 100 Ai, under special survey. The vessel is self-
trimming, and has four hatchways of the following dimensions:
Nos. I and 4, 24 ft. 11 in. by 21 ft. 6 in., No. 2, 29 ft. 9 in.
by 21 ft, 6 in., and No. 3, 28 ft. 9 in. by 21 ft. 6 in. A smaller
hatch is, in addition, fitted on the poop deck.
The propelling machinery fitted consists of triple-expansion
engines with cylinders of 18, 29, and 48 in., with a stroke
of 33 in., steam being supplied by two single-ended boilers,
II ft. by 10 ft., working at a pressure of 180 lbs. This
machinery will give the vessel a speed of 9^ knots at sea.
A general arrangement of the vessel is shown in
Fig. I. Reference to this figure indicates that so far
f' as the longitudinal disposition of cargo holds, hatchways,
, general deck arrangements, and engine space are concerned,
': there is no departure from the ordinary design. The crew
are berthed in a top-gallant forecastle of usual form, the poop
* Read at the Spring Meetings of the Fifty-second Session
of the Institution of Naval Architects, 191 1.
+ We have pleasure in publishing the following
statement, which shows the final results of the design
as compared with the figures given by Mr. Maxwell
Ballard, the designer previous to the signing of the
contract for building : —
(i) The actual Invoiced weights of Steel materials
in the Edenor came to J ton less than given to the
Builders by Mr. Maxwell Ballard.
(2) The final deadweight came to within i ton of
that estimated.
(3) The draught came to within J" of that
; designed for.
(4) The hold capacity given was 112,200 cub. ft.
and the actual capacity 112,000 cub. ft., being
practically the designed figure.
(5) The nett tonnage was given as 808, and the
final 812.
When it is remembered that the vessel is the first of
an entirely new type, the above figures probably con-
stitute a record of close designing and estimating on
the part of the naval architect, and form a tribute to
the thorough knowledge of every feature of design of
vessels possessed by the designer of the Edenor.
erection providing additional cargo capacity. In the midship
house immediately forward of the boiler casings is the saloon
and sundry accommodation, while over this house is the
captain's room, charthouse and flying bridge. Accommoda-
tion for the engineers and officers is provided at the casing
sides, with galley and steering engine platform at the after
end.
The constructional elevation and deck plan of the vessel
are given in Figs. 2 and 3, and a midship scantling section
in Fig. 4.
Considered up to the level of the normal moulded depth,
as shown in the cross section, the hull is of usual form. From
this position, and in lieu of the ordinary upper deck with bridge
or continuous erection thereon, the upper structure takes
the form of a composite transverse arch. The lower
" corners " of this arch form the abutments, and the ter-
mination of, and support to, the vertical span of the flat
side. The upper " corners " terminate the span of the deck
platform, as will be seen by reference to Fig. 5. In the
Edenor, as referred to later, a modification of this upper
corner has been adopted. Usual camber is given to this
deck, while the abruptly inclined portions of the composite
arch, between the upper and lower corners, are convex for
the purpo.se of practical construction.
The method of constructing this arch, as adopted in the
Edenoy, will be seen by reference to the cross section. The
frames are continued up from the moulded depth line forming
the arch ribs, and are cut at the beams, the latter forming
elements of the horizontal component of the composite arch.
Considerations of deck area govern the method of junction
at this position, and a variety of satisfactory connections
is possible. In the Edenor the deck has been carried out
beyond the limits of the upper corner, as shown by the cross
section, and the opportunity afforded by this projection of
fitting an ordinary beam knee connection to the arch side
memler, is taken. In the Edevor it will be observed that
the beams have been extended for this purpose.
The outside shell plating has been carried round the arch,
the top strake being flanged back in the manner indicated,
and connected to the stringer plate by a bar. This method
is not essential, and, if dispensed with, no detriment to either
the structure or the principle involved would result. In
this bar connection special care has been taken. The rivets
are spaced 3|- in. apart, zig-zag, and are J in. in diameter
fore and aft. The beams and half beams have been fitted as
usual.
Many equally efficient modifications of the methods of
constructing the arch present themselves. For example,
the frames could be cut and scarphed or bracketed at the
lower abutment, while bracket plates could be substituted
for the half beams. The course adopted in the Edenor
commended itself in that it reduced to a minimum the number
of structural members.
Webs of the form shown on the cross section are introduced.
Additional stiffening of the arch sides and extra support to
the deck platform have in this way been provided, and the
composite arch form has been reinforced at regular intervals.
The spacing of these webs in the Edenor is shown on the
profile. At the hatch ends the arched webs are combined
with the hatch-end coaming plates, the whole constituting
a complete arched web, extending from abutment to abut-
ment, -\ reverse bar, extending from the tank side to the
deck, is fitted to each of the webbed frames, and, in the case
of the hatch ends, this reverse bar is carried from the tank
side round the arch continuously to the opposite tank side.
With the addition of a stringer fitted at the base of tlv
arch — tying the frames and connecting; the webs and br Ik-
heads — the construction of the composite transverse arch is
complete. The structure and form described, in conjunction
with girders and brackets under the beams on the centre
line obviate the necessity of pillaring. The very clear holds
thus afforded have greatly impressed those who have inspected
the Edenoy.
Referring to the elevation, it is seen that, in combination
with this transverse arch, a longitudinal camber has been
adopted. The moulded depth knuckle line has been maintained
at the midship level forward and aft until merging into the
form of the vessel in the proximity of the poop and forecastle.
By this means the vertical frame span is not increased towards
the ends as is usual in ordinary vessels. It must be admitted,
however, that for both cases the strength due to form o
June, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
403
ii..-;.l"".ti-,v *4 -■■ ' ;:»i"iit«if5«'';i5P«cc; ;•»««£»; n-jmold i; n. 1 hold i
iji.-TiTiBKpPf-"-"-'-""""-?^— --"--"^^^^ ; , ; I;; |
PtAK TANK ^
Fig. 2.
■ * • A6 S<"61«
S.S. Edenoi .
Length B.P., 240 feet. Breadth Mid., 34 feet. Depth Mid,, 16 ft, 5 in, + Arch 5 ft. 9 in.
404
THE MARINE ENGINEER AND NAVAL ARCHITECT,
June, 1911.
the round sections forward is probably underrated, this
being a virtual reduction of the vertical span. At the upper
"corner" the midship depth of knee is retained fore and
aft, and in consequence the bevel of the deck projection
towards the ends assumes practically the vertical.
Longitudinal camber has been suggested previously, and
the theoretical advantages and practical disadvantages being
so well known, it is only necessary to here point out how the
latter have been overcome in the present design. It should
be stated, however, that camber is not essential to the design,
and the straight, or even usual sheer may be adopted if
preferred.
Owing to the increased height of deck platform afforded
by the transverse arch, the camber does not bring the weather
deck level below the ordinary deck sheer line. From Fig. 6
it is obvious that the lowest point of the exposed deck in the
new design approximates to the highest point in the ordinary
" Three Island " vessel, the poop and forecastle erections
being practically identical. If this reverse sheer were not
applied, and the arch deck were carried straight to the ends
of the vessel, the poop and forecastle would be higher above
water than in the ordinary type of vessel by the difference
between the arch depth and the sheer at any position. Sheer.
as adopted in modern vessels, is contrary to the original
function of sheer, and is mainly an unscientific method of
obtaining unpenalized draught.
The Edenoy. as already mentioned, has been constructed
to Lloyd's requirements, and her scantlings are given in Fig. 4.
In obtaining the transverse numerals, the depth is taken
to the normal moulded depth line as usual, an allowance
being made for reverse sheer, the depth for proportions
being the total depth to the arch deck. The scantlings.
however, were specially discussed, and the author's thanks
are due to the authorities of Lloyd's Register for the con-
sideration and valuable assistance given.
The practical construction of the Edenor presented no
difficulties, there being little departure from the ordinary
methods of building. In the frame turning a clear knuckle
line has been obtained at the moulded depth, and, though
turned at both bilge and top, only one heat was required.
Naturally, a slightly longer time was taken to turn the bars,
and three shillings per pair extra cost was incurred. The
absence of sheer enabled the shell plating to be utilised in
connection with ribbanding.
The primary object of the Ayre-Ballard design is economy
of structure. The obvious necessity of taking advantage
to a greater extent of the strength due to form, if further
economy in structure was to be obtained, gave impulse to
the development of the arch form. Ship design is of necessity
a compromise, the conflicting elements of which render it
most difficult to arrive at a satisfactory solution of the
problem. Broadly speaking, in the successful cargo carrier
this compromise must be represented by a combination of
minimum initial cost and minimum cost of running and
maintenance, with maximum carrying power and the requisite
strength and stability.
In the Ayre-Ballard design economy is obtained by the
redistribution of material. With less surface of material,
on the same dimensions, an increase in reserve buoyancy
is obtained, and thereby of draught. Maintaining a given
draught, the depth of vessel may be reduced. On the more
correct basis of the same deadweight on the same draught
and speed, very considerable saving is obtained. Economy
of construction must be qualified by a satisfactory compromise
1 I.J.„.„
Single Decker.
Raised Quarter
Tliree Island Type.
Dicker.
Dimensions — Moulded . .
240 ft. X 34 ft.
240 ft. X34 ft.
240 ft. X34 ft.
Displacement
2.957
2,957
2,957
Draught and Block-Co-efftcient
16 ft. oj in., -785
i6 ft. oj in., -yS^
16 ft. o| in., -785
Machinery — Weight in tons
150
150
150
Deadweight (tons)
2,141
2,055
2.066
Net Tonnage
812
784-8
798-9
Capacity in Cubic Feet
1 1 2 ,000
103,860
105,240
Deadweight -=- Tonnage ..
2-64
2-62
2-586
Capacity -f Deadweight ..
52-6
50-52
50-93
Total Invoiced Materials
594i
68oi
670 V
Excess of Material, tons
85 J
76
Deadweight -=- Displacement
•724
•695
-698
Table I.
No. I.
No. 2.
No. 3.
Type.
Single Deck with
Short Bridge.
Single Deck with
Long Bridge.
Ayre-Ballard.
Dimensions
L. B.
L. B.
L. B.
348 ft. 48 ft. 3 in.
D.
345 ft. 49 ft.
D.
338 ft. 47 ft. 3 in.
D.
27 ft. 4 in.
25 ft. 4+ in.
24 ft. 8 in.
Erections
Poop 23 ft.
F'cle 25 ft.
Poop 23 ft.
F'cle 25 ft.
Poop 23 ft.
F'cle 25 ft.
Displacement
Draught and Block-Co-efiicient .
Bridge 118 ft.
8,608
22 ft. 6 in. at -80
Bridse 231 ft.
8.657
22 ft. 6 in. at -80
Arch 7 ft. 6 in.
8,188
22 ft. 6 in. at -80
Machinery weight, tons . .
Bunkers, tons
Cargo, deadweight, tons . .
Net Tonnage
Capacity, cubic feet gross
Deadweight ^ Tonnage
Capacity -r Deadweight
Deadweight -r Displacement
Strength Modulus . .
Total Invoiced Materials
365
455
5.839
2,463-1
374.805
2-32
64-81
•731
9,500
1,878}
365
455
5.849
2,228
363.860
2-56
62-83
■728
8,775
I,9i2i
340
405
5,842
2.471
347.1 1 1
2-36
60-74
-762
8,510
■.517
Excess of Materials, tons . .
36 1 1
395i
Table II.
June, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
405
with what may be termed the commercial elements, these
latter bcmg controlled mainly by dimensions. Large capacity
and low nett tonnage are opposmg elements, but a good deal
may be accomplished in the direction of combining the
two. In the arch design the erection, while providing
increased hold capacity, so increases the volume in the pro-
jjelling space as to enable the ij allowance to be readily
obtained for moderate sized steamers.
A comparison of the .\yre-Ballard design, as illustrated
in the Edenor. with steamers built to the ordinary designs,
is given in the No. i table all the vessels therein being
on the same basis of specification exactly.
Fig- 4-
MIDSHiP StCTION.
Fig- 5-
This comparison shows advantageously for the Edenor in
first cost, deadweight carrying power, and capacity, although
the ordinary vessels are popular types with owners of tramp
tonnage of moderate dimensions.
Thematerial saved is about 1 2 per cent, in the above cases.
This, however, increases as the dimensions are enlarged,
there being more scope to bring into operation the elements
of the design.
The foregoing comparison is based upon similar dimensions ;
the more correct basis is upon the same deadweight and
the same draught and speed. In order to illustrate this, a
further comparison (No. 2) is given below, the vessels being
again upon identically the same basis and specification. It
should be added the estimates are based upon No. i vessel
of the comparison, and are therefore strictly comparative.
(To be continued.)
THE "EUROPA."
The Building of the world's Largest Vessel.
FOR some months there has been in course of
construction in the shipbuilding yard of the
Stettin "Vulcan" at Hamburg, an ocean
steamer which will be larger than any other ship
constructed hitherto in Germany or elsewhere. This
mammoth vessel is being built for the Hamburg-
America Line, who intend to develop their Hamburg-
New York service with the vessel now under
construction. The illustration shows the present
'stage of construction and will indicate how rapidly
progress is being made. It is expected that the
launch will take place in the spring of 1912. The
vessel will be 881 feet in length by 100 feet in breadth,
and of 50,000 tons gross. 327 nbs are being placed
in position on each side of the vessel, the longest of
these being 26 metres, and weigliing 1500 kgs. each.
Building ihu Eiirupa
STABILITY INDICATOR FOR SHIPS.
THE proprietors of the Patent G.M. Balance or
stability Indicator, of 21 and 22, Broad Street
House, New Broad Street, London, B.C., have
sent us an illustrated pamphlet dealing with their
Stability Indicator for ships. Full particulars are
given of the instrument, the simplicity of which is one
of its principal characteristics. By the use of the
Indicator the safe or unsafe condition of a ship in
relation to stability can be determined at any moment
and under any condition of loading, either actual or
proposed. It enables the storage of cargo to be so
arranged in vessels that maximum loads and minimum
of water ballast may be carried on every voyage, com-
bined with the best possible conditions of seaworthi-
ness. A number of letters from responsible firms and
persons testifying to the accuracy and utility of the
instrument are included in the pamphlet.
4o6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
MESSRS. SWAN, HUNTER & WIGHAM
RICHARDSON'S " TOILER."
M
Diesel-Engined.
UCH has been written of late about vessels of
varying sizes which are driven by Diesel oil
engines. As a matter of fact the number of
oil engine propelled sea-going vessels probably does
not, as yet, number more than two or three, and by
far the largest of these is the Toiler, designed and
built by 'Messrs; Swan, Hunter & Wigham Richard-
son, Ltd., at their Neptune Works, and which has
recently completed a voyage from the Tyne to Calais
and back.
About twelve months ago, after careful investigation
and consideration of various types of engines, oil, gas,
electric and others, Messrs. Swan, Hunter & Wig-
ham Richardson, Ltd., decided to build a vessel
suitable for special service on the Canadian canals
and lakes, and to fit her with two sets of Diesel oil
engines. The speed on the canals is limited so that
engines of relatively small power were sufficient to
meet the requirements.
The Toiler is a twin-screw vessel 248 ft. between
perpendiculars by 42^ ft. beam by 19 ft. depth
moulded, and is propelled by two sets of two-cycle
reversible Diesel engines of a combined B.H.P. of
360, equal to about 400 I.H.P. working at about 250
revs, per minute. These engines were supplied by
the Diesel Motor Co., of Stockhohn, and were fitted
on board by Messrs. Swan, Hunter & Wigham
Richardson, Ltd., at their Neptune Works.
On her voyage to Calais the Toiler was loaded with
2,650 tons deadweight of coal cargo besides about 40
tons of oil fuel, fresh water and stores, a total dead-
weight of nearly 2,700 tons on a mean draught of
14 ft. She left the Tyne in very rough weather, not-
withstanding which the engines worked perfectly
satisfactorily. The voyage to Calais was completed
at an average speed of 5-9 knots (or 6f miles). On
her return voyage, light in ballast, the average speed
was 8-2 knots (or gi miles). The consumption of oil
fuel for the round voyage including auxiliary com-
pressor was 6h tons, say 1-65 to 175 tons per day.
In many ways the Toiler is more economical than a
steam-driven boat. She has a greater dead weight
capacity owing to the fact that the Diesel engines are
much lighter than steam engines and boilers, the
weight of these being about 60 tons ; the cubic
capacity for cargo is also greater as the boiler space
is saved and the oil fuel can be carried in the double
bottom in place of water ballast, thus saving bunker
space.
The oil consumption is much less in weight than
the consumption of coal for steam engines. In the
Toiler the consumption at full speed does not exceed
1-75 tons per day of fuel oil of 81,000 B.T.U. calorific
value, whereas with steam engines of equal power the
consumption of coal would not be less than 8 tons
per day. The actual difference in cost depends, of
course, upon the relative prices of coal and oil in the
district where the vessel is trading.
Not only is the economy of this vessel shown in the
increased deadweight of cargo carried, the increased
cubic capacity and the low fuel consumption, but the
staff on board to attend to the Diesel engines is less
I
June, 1911.
THE MARLME ENGINEER AND NAVAL ARCHITECT.
407
than the staff required for steam engines and boilers,
the engine room staft' being about the same, whilst
firemen are not required.
The deck machinery and engine-room accessories
of the Toiler are driven by compressed air, which is
furnished by a compressor driven by a small Diesel
engine. The electric light, with which the vessel is
fitted, obtains its power from a small paraffin engine.
The accommodation is heated by hot water, and the
heat is obtained either from the exhaust gases of the
main engine or by means of a coal fire. There is
thus no steam on board the boat.
Messrs. Swan, Hunter & Wigham Richardson,
Ltd., have now taken up the construction of marine
Diesel oil engines in their Neptune Engine Woiks,
and have at present a set of four-cylinder two-cycle
engines in hand.
CANADIAN SHIPBUILDING.
THE Dominion of Canada having determined to have a
navy of its own, and of its own construction, are facts
which have naturally been noted with interest by
Clyde shipbuilders and artisans, and the feeling is that the
change will not have the effect of contributing to the volume
of Clydeside industry. This is heightened by the prospect
of the shipyards about to be established on Canadian shores
undertaking mercantile shipbuilding as well as naval ; but
before this stage of development is reached, the Clyde, and
other centres probably, will have been drawn upon largely
for the wherewithal in experience, administration and labour
— thus constituting simply a transference of the venue of
industry. The British-Canadian Shipbuilding and Dry Dock
Co. has been incorporated by Dominion charter, and is about
to establish plant at Sydney, Nova Scotia. The Dominion
realized that the unrivalled skill, experience and resource of
the United Kingdom must be identified with the project,
in order to lay the foundations of a great, new industry and
to ensure its success. The new company, therefore, which
has been incorporated at Ottawa with a capital of lo.ooo.ooo
dollars, is a combination of British constructional interests
with Canadian enterprise. The former are represented by
the Fairfield Shipbuilding and Engineering Co., Govan, and
John Brown lV Co., Clydebank. The two companies are
famous as builders of battleships for the British Navy, as well
as of first-class passenger and general trading steamers,
and share, moreover, in the control of the Coventry Ordnance
Works. It is the intention of the Canadian Shipbuilding
and Dock Co., with the co-operation named, to instal at Syd-
ney what will probablv be the largest shipbuilding plant in
either Great Britain or America. The buildings, way-slips,
and docks will cover 125 acres, and it is proposed to acquire
200 acres more, for future extension, if necessary. The
associated companies believe that within six years they will be
able to make the largest ordnance now required for Dread-
noughts even to the I3'5 guns. In connection therewith they
will be able to make all mounts, turrets, armour-plate and
everything necessary for the complete output of modern
battleships. The dock will be 1000 ft. long, no ft. wide and
45 ft. deep on the sill at high water. It seems an arduous
undertaking for the companies concerned to build a plant of
such large proportions within six years, but as they have
signed a contract to do so, they must have faith in their own
ability. Indeed, actual tenders for the building of the first
ships for the Canadian Navy have been sent in to the Dominion
Government. It will require a force of 2000 to 3000 work-
men for the next three years to build the docks and shipyards,
and when complete the works will employ from 5000 to 8000
men.
Hawthorn's M.\rine Engineering Academy. — At the
examination held in London in April last for the extra ist
engineer's certificate, one of the successful candidates was
Mr. W. McDonald, who was a student of Hawthorn's En-
gineering Academy, 41, East India Road. Mr. McDonald
makes the third success in this examination during the pre-
sent year from this old-established school.
FROM WELL-DECK COASTER TO MAIL
AND PASSENGER STEAMER.
To take over an ordinary well-deck coaster and in a
short time and with comparatively small expenditure
— of money, that is, not of ingenuity and skill— convert
it into a mail and passenger steamer, with accommodation
equaUing in many respects that usually found only on board
high-class liners, constitutes work worthy of note. The
Fnnce John, which on May 17th left the Clyde for Vancouver,
was, until quite recently, the Amcthy>t, one of the well-known
rieet of coasting steamers belonging to .Messrs. Robertson
(Gem. Line), of Glasgow. .Acting for the Grand Trunk Pacific
liailway, Captain S. F. Mackenzie, selecting the Amethyst
as a capable subject of transformation, designed the main
The Amethyst.
features of change and superintended the work of carrying
these out at the hands of Messrs. A. Rodger & Co., ship-
builders and ship-repairers, Port Glasgow. The vessel, as
the Amethvst and as the Pnncv John is illustrated herewith
from actual photographs. The converted vessel, although
having little done to her original engines, ran speed trials over
the measured mile shortly before leaving for Vancouver, and
attained a speed of over 1 1 1 knots. She is to be engaged on
the mail and passenger service of the Grand Trunk Pacific
Railway Co. between Prince Rupert, the terminus of the rail-
way, and the Queen Charlotte Island ports. The principal
particulars of the steamer are as follows :— Length b.p.,
18 s ft. • breadth, 39 ft. 6 in. ; depth, moulded to quarter
S.S. Prince John ex Amethyst-
deck. 17 ft. ^ in., having a gross tonnage of 904 with a nett
registered tonnage of ^39 and a deadweight carrying capacity
of 800 tons. The steamer has been fitted with a large deck-
house about 70 ft. long, having accommodation for fifty-two
first-class passengers in two-berth state-rooms. The central
part of the deck-house is fitted up as a lounge, with an obser-
vation room at the fore end, handsomely furnished and
decorated in white and gold, with large plate-glass windows
in front. The dining saloon extends the full width of the
steamer on the main deck and provides ample accommodation
for dining all the passengers at once. -Adjacent to the
dining saloon is a large pantry and galley. A deck-house
has been fitted on the deck aft with accommodation for a few
first-cl iss passengers with room at fore and having a complete
4o8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June. 1911.
installation of wireless telegraphy by the United Wireless Co.
An after 'tween deck has been J'ltted for the accommodation
of about 200 steerage passe i gers with entrance from main
deck. The captain's and officers' rooms are in a steel deck-
house on top of promenade deck, with chart-room and wheil-
house in front, the crew being berthed in the lower forecastle,
forward and engines aft. The passengers' and crews' accom-
modation throughout is heated with steam radiators. The
steamer has a complete installation of electric light fitted in
the accommodation, also for navigating the ship and cargo
clusters for discharging. A powerful searchlight is fitted on
the top of the wheelhouse. Two steam winches are fitted
at the forward hatchways with large derricks for the rapid
handling of cargo. A large steam windlass is fitted on the
forecastle deck for lifting the anchors, and a steam capstan
aft for working tae steamer.
NAVAL MATTERS-PAST AND
PROSPECTIVE.
{From our Own Correspondent.)
Portsmouth Dockyard.
THE battleship King George l'. is making headway
rapidly; indeed, her construction is much more
advanced than the Orion was after she had been in
hand for the same period. The vessel will, however, not
be launched until September. As to the Orion, she will be
shortly ready — probably during June — to carry out her
steam trials. The repairs to the battleship Superb have
been completed, and she has rejoined the Home Fleet at
Portland. The Dreadnought, which is in No. 15 dock,
is to be completed by June loth, so that she may rejoin the
Home Fleet for the review. Work on the armoured
cruiser Drake, for whose refit the sum of ^100,000 is
allowed, will shortly be suspended until after the review
The armoured cruiser Roxburgh is also in dry dock under-
going a partial overhaul. The destroyers Gipsy and Fawn
have been paid off and taken in hand for refit. The
Roebuck has completed her refit and has been commissioned
for the local destroyer flotilla. Another of our destroyers,
the Shark, a vessel seventeen years old, has been removed
from the effective list, and will shortly be sold. For
some time past we have been short of two docks. No. 10
dock caisson having been undergoing repair in No. 11.
The repairs have now been completed, and the two docks
are again available for ordinary repair work. The old
Victory is undergoing a partial overhaul at her moorings.
Her rigging has been replaced and in various ways the
vessel is being smartened up in readiness for the large
number of visitors during the Coronation review. The
Victory gets more popular with visitors each year. The
remarkable story of the buckling of the Invincible, which
was published in a London daily paper, caused a good
deal of trouble, as the Admiralty insisted on a strict and
searching investigation. The Invincible is quite service-
able both as to hull and guns, but in the case of two of the
barbettes the electrical mechanism does not give complete
satisfaction, and during the refit of the ship this is to be
overhauled. On May loth, the Duchess of Albany paid
a visit to the port for the purpose of presenting to the
battleship Neptune, the flagship of Admiral Sir Francis
Bridgeman, the Commander in Chief of the Home Fleet,
a silk ensign, which Her Royal Highness herself had
worked. Captain De Bartolome and the principal officers
of the vessel were presented to the Princess, who after-
wards hoisted the ensign. The four hulks which form
the torpedo schoolship Vernon will shortly be taken back
to their berths at the entrance to Fareham Creek, they
having been moored for some time in Fountain Lake, as
it was necessary to carry out e-xtensive dredging at the
entrance to the creek, and all the Vernon's moorings had
to be taken up. The cruiser Glasgow has left for the East
Coast of South America to relieve the Amethyst. Shortly
before leaving for her new station the Glasgow went to
Glasgow to receive a presentation of plate from the Cor-
poration and citizens. Some interesting firing exercises
took place on May 5th, Submarine Ai being fired at while
submerged and sunk at the eastern entrance to Spithcad
with a view to testing the eflect of lyddite shell on such
craft. The vessel, which was eight or ten feet under
water, and was fired at from a torpedo gun boat, was
subsequently raised and docked for examination.
Devon port Dockyard.
Good progress continues to be made with the construc-
tion of the battleship Centurion and the cruiser Lion, not-
withstanding that we have had a large amount of repair
work in hand. The Centurion, which has been under
construction three and a half months, has been advanced
to about 50 per cent, of her launching weight, so at this
rate she should be ready to take the water in September.
Sir Philip Watts, the Director of Naval Construction, paid
us a visit on May 16th, and inspected the vessel. The
Lion is to be ready for the pennant in November, and work
on her is in a very satisfactory condition in all depart-
ments. The battleship Temeraire is undergoing a refit.
\n examination of the bilge plating showed that she
escaped injury during her passage into Ferrol Harbour,
when the CoUingwood touched a rock. The cruiser ALolus
has had her detects put right, and has been commissioned
to replace the Scylla on the North America and West
Indies station. 'The latter vessel has returned home. The
cruiser Bristol has also been completed and she has since
been to Avonmouth, where a presentation of plate was
made on behalf of the citizens of Bristol. The destroyer
Kennet has been sent to Pembroke for a refit, and the
gunboat Gossamer has gone to Invergorden, to temporarily
replace the Ringdove on fishery duties. The cruiser
^Varrior is still in hand. The lengthening of her fore
funnel last year having been found to be an improvement,
it has been decided to lengthen the other two, and the
work is now in progress. The battleship Commonwealth
is to leave here early in June to join the Nore Sub-Division
of the Home Fleet. She is the second of the "King
Edward " class to be relegated to the Third Division of the
Home Fleet, in which the .4)rica is now serving, the other
vessels being at present in the Second Division. The
Commonwealth has been a somewhat unfortunate vessel,
and it is probably as a result of the damage she has sus-
tained from time to time that she has been put down after
such a short career. It is only six years ago since she
was first commissioned. Two of the vessels of the Devonport
Destroyer Flotilla, the Arab and Leopard, were damaged
while manoeuvring at the end of April off the Isle of Skye.
They were taken to Greenock for repairs. One of the
vessels had a large hole in the starboard side, while the
other had her bows so badly damaged that she had to be
beached for temporary repair. A wooden bow was fitted
to stop the inrush of water and make the vessel navigable.
The accident took place during night operations.
Chatham Dockyard.
Our new cruiser the Chatham, which is being built
under the superintendence of Mr. E. R. Bate,' senior con-
structor, is making exceedingly satisfactory progress, and
there is no doubt that she will be ready to take the water
by the beginning of August, and possibly earlier. The
date provisionally fixed for her completion is the end of
August of next year, but if necessary she could be com-
pleted much earlier than that. In these days eighteen
months for the completion of a vessel of her size is very
slow work, but the rate of progress is fixed by the Admir-
alty, and we can only do as we are ordered. The cruiser
Hyacinth, the late flagship of the East Indies Squadron,
has arrived to be paid off. She is to be taken in hand
for a thorough refit at a cost of ;^'6o,ooo. The Hyacinth
has lately been engaged in the suppression of gun running
in the Persian Gulf. Her last affair, that at Dibai, was
quite a small battle. The cruiser Scylla, which has been
serving on the North American Station, has also arrived
to pay off and refit. She is being relieved by the Molus
from Devonport. The battleship Implacable came in to
pay off and recommission for further service in the Atlantic
Fleet. The vessel was only recently refitted at Gibraltar
and there was no need for her to make a lengthened stay.
We have had quite a number of obsolete cruisers of late
years to convert into depot ships, mine layers, and so
forth. The policy of doing so is to be commended, as
many of the vessels are now capable of good service. The
Pactolus has recently been brought in to be converted into
a depot ship for submarines. She was completed just over
twelve years ago, but was in commission only five years.
I
June, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
J£9
and for several years past she has been lying in the River
Stour. At one time she was ordered to be sold, but the
order was withdrawn. The cost of her conversion is
estimated at about ^^12,000, so she will be a cheap depot
. hip. Other vessels in dockyard hands are the battleship
Dominion, the cruisers Boadicca, Crtssy, and Dido, and
the destroyer Eden. The Leviathan, the flagship of the
Fourth Cruiser Squadron, is out of hand. Engineer
I (jiiiniander Rawlingson has succeeded Engineer Rear-
.\diiiiral C. Rudd as engineer manager, the latter officer
having retired from the service. He was most popular
with the subordinate officers and men of his department,
who gave him a most hearty send off.
Sheerness Uoi-kyard.
It IS to be regretted that when the yard was adapted
tor the repair of torpedo boats and destroyers No. 3 Dock
was not lengthened in the same manner as No. 4 and No.
5 were. The question of lengthening the dock was raised
again some time ago, but it appears to have been shelved.
If we were able to use No. 3 Dock for the latest type of
destroyers we could cope with all the vessels of the First
Flotilla, instead of which they have to go to Chatham.
The Nore Destroyer Flotilla is rapidly being transformed
by "River" vessels being added to it as they are replaced
in the Second Flotilla by the new ocean-going destroyers.
The Boyne has paid off from the Second Flotilla, following
on the delivery of the new destroyer Minstrel from the
works of Messrs. Thorneycroft & Co., and the Lijjey has
also been commissioned for the Second Flotilla on being
relieved by the Nymfhe, from the works of Messrs. Haw-
thorn, Leslie & Co. The Exe, Arun and Itchen, now in
the Second Flotilla, are also under orders to join the Nore
Flotilla, has been paid off and placed in dockyard hands
nine vessels of the "River" class in the flotilla. Five
of them are, however, to go shortly to the Mediterranean,
the Colne, Chelmer, Garry, Jed, and Welland. These
vessels have been ordered to relieve the Ardent, Banshee,
Boxer, Bruizer, and Dragon. When the latter vessels
return home there is little doubt but that they will be
placed on the sale list. The Usk, of the Nore Destroyer
,• lotilla, has been paid off and placed in dockyard hands
for a reUi, ne. ^.uw picrceOing to iJevonport to join the
Dee, which has been commissioned for the Nore Flotilla.
The torpedo-gunboat Speedy, which had been in hand for
five months undergoing a thorough overhaul and repair at
a cost of over j/'i3,ooo, has been completed and has resumed
duty in the Nore Division of the Home Fleet. Other
vessels in hand refitting are the destroyers Test, Snapfer,
and Express, the special service vessel Eljin, Submarine
C9, and Torpedo Boat No. 28. Torpedo Boat No. 068
has completed her refit, and has gone to Portsmouth to
take up duty as tender to the Victory. Torpedo Boats
Nos. 33 and 34 have also completed their refits and re-
joined the Nore Flotilla. The steam trawlers Seamew
and Seajlower have completed their refits and on May 17th
left with the Sparrow and Spider and the special service
vessel Rose for Grimsby for the training of the officers and
men of the Trawlers' Section of the Royal Naval Reserve.
The vessels will be under the orders of the commanding
oflicer of the torpedo gunboat Circe.
Pembroke Dockyard.
The cruiser Blonde, having completed the acceptance
trial of her propelling and other machinery, returned to
receive the finishing touches to the hull, and on May nth
she was commissioned for temporary service with the First
Destroyer Flotilla, which she has left to join. She was
commissioned seventeen months and a half from the date
she was laid down. The cruiser Active is making good
progress. Her mast has just been lifted in and stayed
in position ; it is a long wooden spar, and will carry a
lofty topmast with yards for wireless telegraphy. A
gang of about twenty-five shipwrights has been taken off
the vessel to commence work on the first of the two battle-
practice targets which we are to construct. The cruiser
.Am phi on is also making very satisfactory headway, the
keels having been laid the full length of the ship and the
stern post and stem being in place. The frames for almost
half the length of the vessel have been erected to the full
height and all the beams of both the lower and upper
decks have been crossed for that distance. In the lore
part the work in the interior is making good progress, and
the plating of the inner and out bottoms and of the lower
deck is proceeding. The refit of the destroyer Coquette
has been completed, but at the time of writing the three
hours' full-power commissioning trial has not been carried
out, although two attempts have been made. The first
failed because of the bursting of a boiler feed pipe, while
the second was abandoned owing to a leakage of steam
from the joints of some of the pipes. Both failures are
attributed to the unusual degree of vibration caused by
working the engines at full power. The vessel was dry
docked on May 15th, when it was found that pieces had
been broken out of five of the si.x propeller blades, and that
the sixth had been bent. This was probably caused by
the vessel striking some floating wreckage on her last
trial. It is open to question whether a vessel like the
Coquette, which is twelve years old, is worth the cost of
a thorough repair refit. The Coquette was commissioned
hy the crew of the Kennet, which has arrived from Devon
port for a thorough repair refit, including the retubing of
her boilers. The Kennet on her passage here ran nineteen
knots an hour until nearing the coast, when her speed was
reduced to sixteen knots. The vessel was built by Messrs.
Thornycroft & Co., and completed in 1904-5. We
have recently had a visit from Mr. J. B. Marshall, the
Director of Dockyards, who inspected the Active, Blonde
and Amphion, and also investigated the circumstances
having relation to a new boiler-makers' workshop which
is to be built so as to better equip the yard for carrying
i,ut the refits of destroyers and other small craft. The
contract for the new patent slip for destroyers which has
been authorised to be constructed has not yet been placed.
LAUNCH OF THE "CONQUEROR."
THE
pre
The Clyde's Record Naval Production.
battleship Conqueror was launched in the
■esence'of a large concourse of spectators
from the Dalmuir Works of Messrs. William
Beardmore & Co., Ltd., on May ist. The Conqueror's
keel was laid on April 4th of last year, and she has thus
been about thirteen months on the stocks. Her con-
struction was hindered considerably by the lock-out
of ironworkers in the autumn and winter of last year ;
and although somewhat late of being sent afloat, her
interior constructional work and equipment are mat-
ters well advanced ; and there is every likelihood that
she will be completed before the date stipulated by the
Admiralty, ist April, 191 2. All her boilers are on
board, and a large amount of her armour is in position,
her weight at launching having been close on 11,000
tons. With her hull in finished condition displacing
22,500 tons, and her machinery to develop 27,000
I.H.P., giving her a speed of 21 knots, and with a
main armament of ten i3'5 in. guns in pairs on the
middle line, she is the largest and most powerfully
armed warship that has, so far, been built on the
Clyde. Comparing her with the Agamemnon, the
immediately preceding battleship launched from the
Beardmore works five years ago, the Conqueror is 135
feet longer, 10 feet less beam, and the launching
weight was 50 per cent, greater. Comparing her
with the Colossus, launched a year ago, by Scott's Ship-
building and Engineering Company, Greenock, she is
larger and more strongly armed than the latter. Her
designed speed is the same, although the shaft horse-
power of her turbines is greater. There is not much
diiTerence in the armour protection of the two vessels,
and the principal advance in the case of the Conqueror
is in the size and disposition of her heavy guns. The
Conqueror has been launched on the date stipulated by
the Admiralty.
410
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
LAUNCH OF THE NAVAL AIRSHIP
AT BARROW.
(Fi-om QUI Own Corresfiondent.)
TilE naval airship built by Messrs. Vickers, Limited, for
the .\dmiralty was successfully launched at Barrow
on Monday morning, the 22nd of May. The event
had been e.'cpected for some time, but it was found necessary
to make improvements and alterations almost every day,
and certainly every week, in order to assure all the greater
success when the launch tjok place. These were made
under the control of Captam Sueter, who has had much
experience in aviation and in the construction of submarines
at Barrow, and also the Advisory Committee of the Admiralty.
This is the first airship built for His Majesty's navy, and is,
of course, the biggest experiment yet made. The designs
were thoroughly well considered by experts before the work
of construction was determined on, and after the vessel
was partially built, new ideas were adopted, which helped
to prolong the time of building operations.
It was officially known that the airship would be launched
on the 2 1st of May, and great crowds gathered to see the
interesting event, but it was found impossible, owing to an
unfavourable wmd, to launch the ship until the following
morning, as some dil'ficulty was anticipated in gettmg the
vessel out of the shed in which she has been built. It was
worth while causing the delay, because on Monday morning
there was no breeze at all, and the work of floating the ship
out of the shed was commenced just at dawn. She was
easily moved bv the help of marines from the guard ship.
H.M.S. Heimtone, who pulled her out into the open with
the utmost facility. Much interest was taken in the vessel
because of the great secrecy which has been observed as to
the features of her construction. The firm were charged
to secrecy, and navy men for months have guarded the
ship to prevent prying eyes from seeing her or from getting
information which might be used.
The immense size of the shed in which she has been built
has afforded sufficient proof of the fact that the vessel, when
brought out into the light of day, would be of ponderous
dimensions. Full assurance of this fact was given when
she majestically glided into the waters of the Cavendish
Dock which is used only for the purposes of airship con-
struction and airship manoeuvring. This dock has a water
area of 200 acres, and is admirably adapted for the purpose.
The vessel, when free from the shed, was taken in tow by
a small pinnace and towed to a mooring buoy in the centre
of the dock, where she displayed her vast proportions of
admirable symmetry. It only took ten minutes to get the
dirioible out of the shed, and this was done without the
slightest accident annd the cheers of the crowd which had
assembled on the sides of the dock. She floated on the
water apparently motionless supported by her two larchwood
gondolas, her balloons being fully charged with hydrogen.
The appearance of the vessel, however, made the ordinary
layman think what a great side she raised to any wind which
mi^ht arise. This, however, has been carefully provided
lor'^in her design. She has been constructed to withstand a
wind pressure of a speed of 60 miles an hour, and the experts
think no fear need be entertained, even if the wind travels
at even a much greater velocity. She has the appearance
of a big cigar, wdth her pointed stern and her bluff bow.
All her resources for flying are hidden from view, but she
looks as though designed for speedy flight, indeed, it is
expected she will sail through the air at the rate of 45 miles
an hour. , ^ ,
The airship is covered with a skin of raetal-impregnatea
silk which is enclosed in a framework of duralumin, a new
metal which has been patented by the Vickers Company,
and which thev manufacture at works specially equipped
for the purpose at Birmingham. This metal is almost as
light as aluminium and as strong as steel. It is not possible
to ascertain whether the dirigible has mounted or will mount
a gun or guns. This can only be ascertained after reports
are available of her exhaustive trials, and probably on the
success or otherwise of these trials will depend the nature
of the design of airship No. 2. which is being talked about
in Barrow as a successor of No. i now launched.
Not many particulars are available as to the airship's
design, but authoritative information is to hand, that she
is duo-decagon in shape, and 512 feet in length, with an
external diameter of 48 ft. There are seventeen balloonettes
in the envelope, and these have a capacity of 706,330 cubic
feet of hydrogen. Her lifting capacity is 21 tons, and she
is propelled by two eight-cylinder Wolseley-Siddeley motors
The gas bags are of special Continental fabric, as used in
the latest Zeppelin ships, and the outer cover, extending to
about 46,000 square yards, has been rendered absolutely
water-proof and gas-tight. The propellers rotate at 500
revolutions per minute, and the steering is effected horizon-
tally by a triplane on each side under the blunt bow, and a
biplane on each side abaft the horizontal fins, and vertically
by two sets of triplane rudders, one above the stem and
the other below. The two gondolas are connected by a
passage way underneath the envelope, and this is utiUsed
as berths for the crew. The dirigible has been specially
designed to ride safely to a post on the water, even in the
strongest of winds, and tests of her behaviour in this respect
will be made during the preliminary trials which are now
proceeding. She will also go through trimming and engine
trials, and will elevate herself out of the water while still
fastened to her mooring post. She has been designed either
to float on the water or to fly in the air, and thus differs
materially from the army airships which have been built.
The idea' is that this vessel shall be employed for .several
days at a time on and over the sea, with sufficient capacity
of returning to her base for repairs or fuel. She will thus be
enabled to remain aloft longer than any other airship yet
built, by means of her great supply of hydroge 1, her greater
supplies' on board, and her power to negotiate gales. \\'hen
alighting on land or sea she will have to depend wholly on
her own crew, which consists of selected men who have had
special training for the purpose. It is difficult to determine
yet whether the vessel will have any practical usefulness in
case of a naval war, but it was felt necessary by the .\dmiralty
to make experiments with airships, seeing the attention
which is being devoted to this feature of naval warfare by
other Powers. Those in charge of the ship are, however,
confident she will prove a great success from every point of
view. It is not yet known when the vessel will take her
experimental flight. It will probably be early in June before
she is ready to leave Barrow, and it is, of course, hoped she
will be able to fly to Portsmouth in time to be the piice de
resistance at the Coronation Review. She will be under the
command of Lieutenant Neville F. L'sborne, R.N., one of
the navy's .scientific officers, with Lieut. Talbot as second in
command. Lieut. Usborne has been gaining experience with
the French airships.
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
411
THE "PRINCESS ROYAL."
MESSRS. Vickers, Ltd., successfully launched
from their shipyard at Barrow, on the 29th
April, the latest battleship-cruiser Princess
Royal, which was appropriately christened by H.R.H.
the Princess Royal, of Enghmd. A distinguished
party was present at the ceremony.
Laid down on the 2nd May, igio, the Princess Royal
has become water-borne just under the year, and
would have hecome so earlier had not the launch been
delayed owing to the recent dispute with the boiler-
makers. She is a sister ship of the Lion, built at
Devonport, and has an over-all length of 700 feet,
beam 88i feet, and on a draught of 27! feet will displace
26,000 tons. The propelling machinery is of the
Parsons turbine type, of 70,000 I.H.P., expected to
give a speed of over 28 knots, and is under construction
by Messrs. \'ickers, Ltd. She will carry the huge
13-5" guns, and the total cost will be over ^2,000,000.
Every effort is being made by Messrs. Vickers, Ltd.,
to have the vessel ready for delivery in May of next
year, and to this end there are probably more men
engaged on the vessel than ever employed before on a
vessel. Between 1,500 and 2,000 men are engaged on
the ship, and in addition there is quite an army of men
busy with the various classes of work incidental to the
completion of such a vessel. This activity is to prevail
until she is completed, and will possibly be accelerated
as she nears the time of trial.
PALMETTO PACKINGS.
THE Palmetto Twist Packing is made of a material
unaffected by heat, having a high tensile
strength and twisted in such a way that the
size of the packing can be varied by unstranding it.
Each strand is thoroughly saturated with graphite
grease lubricant, so that it will not harden in service.
It has been found, we understand, in actual practice
to be particularly useful for small valve spindles,
such as those of globe valves, blow-oflf cocks, injectors
and similar apparatus and is claimed to be more
economical and satisfactory than asbestos wick. This
packing is put on the market by Messrs. Greene,
Tweed & Co., of 15, Queen Anne's Chambers, West-
minster, S.W., who also supply Palmetto (self-
lubricating packing), either plaited round or square,
for all steam and air pressures and especially adapted
to high pressure and superheated steam.
A Book for Shipmasters. — Amongst the many works of
reference published for the instruction of master mariners
there is probably none better known or more widely used
than Dr. Benedict W. Ginsburg's " Hints on the Legal Duties
of Shipmasters." Those for whose benefit the volume was
completed will, therefore, be interested to learn that the third
edition is now in the press. The various additions that have
been made bring the book up to March. 191 1, and it will thus
be practically unrivalled as a legal guide to the shipmaster.
Messrs. W. H. Bailey & Co., Ltd., Albion Works, Salford,
Manchester, were among the exhibitors at the Colliery
Exhibition, Manchester. Their exhibit comprised pumping
machinery, air compressors and a large variety of steam and
water fittings. Specialities exhibited by the firm included
Foster's patent reducing valve. Bailey's patent " key-ring "
stop valves with renewable seats, Bailey's patent " silver
star " force feed pump, lubricators, injectors and ejectors,
and a large variety of pressure and other gauges, etc.
THE McNAB DIRECTION INDICATOR.
IN the records of the past there are plenty of
instances of accidents occurring from the simple
and easily made mistake of giving the engines a
reverse direction of movement from that ordered. In
such cases the officer in charge of the ship does not
appreciate the error in carrying out his orders until
he realizes the fact that what he expected to happen
is not going to take place, but instead the very thing
he does not want. In most cases it is then too late
to remedy the mistake, and the result is an accident
of a more or less serious character.
Attempts have been made in the past to reproduce
the actual engine movements on the bridge from time
to time, but owing to complication of mechanism and
cost of installation, the results have not been satis-
factory. We now have the pleasure of describing and
illustrating a simple and inexpensive device which
can be installed on the bridge, chart house or other
position, and which will reproduce the identical move-
ment of the engine either ahead or astern in unison
with the engine itself, whether it is running fast or
slow. Fig. I is a front view of the indicator which
in this instance is combined with a revolution register ;
Fig. 2 is a view of the agitator and operating
mechanism ; and Fig. 3 is a sectional view of a ship
showing the general arrangement of the apparatus
between the engine room and the chart house and
bridge.
The indicator proper consists of a frame holding
two glass tubes, one for " ahead " and the other for
" astern." In each tube a small piston is exposed
which rises and falls in unison with the engine piston
by means of a pulsating current of air produced by
the engine itself. The direciion of the engine
determines the particular indicator to be operated.
In addition to the visual indication, the device makes
a slight sound in operation, so that the captain knows
a reversal of the engine has taken place without
looking at the indicator. The reciprocation of the
indicator pistons is adapted to operate the revolution
registers for "ahead " and "astern" motion.
The agitator shown in Fig. 2 is a simple plunger
with special ring packing working in a barrel, and
thus sets up a pulsating effect. It has neither a
suction nor delivery valve. The device is made so
as to be readily adapted to any engine ; for instance,
the connecting rod is provided with tapped ends, BB,
so that any length of intermediate rod can be inserted.
A similar arrangement is made with regard to the
parts EE of the control rod. The connecting rod, B,
of the agitator is connected to a reciprocating or
oscillating part of the engine, such as the air pump
lever, as shown in Fig. 3, so that at each piston stroke
a pulsation simultaneously takes place. The barrel of
the agitator is connected by a pipe C to a three-way
cock, the other branches, G,F, of which are connected
by pipes to the "ahead" and "astern" indicators
respectively. The lever of this cock is connected by
the rod E to the reversing .gear of the engine, so that
when the engine is going " ahead " the pulsating air
is transmitted to the "ahead" indicator piston, and
when .going "astern" to the "astern " indicator piston ;
while in the " mid " or " stop " position of the valve
gear the cock is closed and no air pulsation can be
transmitted if any exists.
412
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
Fig, I.
Fig. 2.
It will thus be seen that the engineer on receiving
the signal to go " ahead" first throws his valve gear
into the "ahead" position, and automatically puts
the agitator into communication with the " ahead "
indicator through the three-way cock. At each
revolution of the engine an air pulsation is set up,
which drives the indicator piston to the top of the
tube and registers a revolution on the recorder. On
the return stroke of the engine the air is drawn back
and the piston falls ready for the next upward stroke.
The apparatus has been reduced to a very simple
form, easily adaptable to any existing engine, and at
a very moderate cost indeed. By its use a mistaken
engine signal cannot take place without the captain or
pilot having instant knowledge of the fact. Should an
order be niistaken, the captain is in a position to
correct the error before the ship has altered its
momentum in the wrong direction. It may be said
that one little mistake may cost a hundred times the
cost of installing the system. To reduce the risk of
damage in dry docking a large ship the expenditure
of installation would be a very small premium. It is
obvious that any number '^of indicators could be
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
413
installed in various parts of the ship as might be
thought necessary.
Tiie apparatus is being put on the market by The
McNab (British) Indicator Company Ltd., of Queen
Insurance Buildings, Castle Street, Liverpool, and
various agents have been appointed in the principal
shipping centres in this country.
GAS-COAL AND OIL-ENGINED VESSELS.
F'g- 3-
MARINE OIL-ENGINE EXHIBITION.
MESSRS. Gray & Crovvly, Ltd., Garrick House,
27, Southampton Street, Strand, who were the
organizers of the successful exhibition held at
Yarmouth a few months ago, are organizing an Inter-
national Shipping and Oil- Engine Exhibition to be
held at Newcastle in November this year. The
prospectus before us points to an exhibition of con-
siderable importance, and in view of the interest
which is being shown in marine oil-engines, the
exhibition will no doubt attract wide attention. It is
to be noted that general support is being given to the
Newcastle Exhibition by firms who were at Yar-
mouth, among whom are such leading makers as
Messrs. Wm. Beardmore & Co., Messrs. A. Perman
and Co., Messrs. Norris & Henty, Messrs. Hesse and
Savory, Messrs. James Pollock, Sons & Co. and
Messrs. Blackstone & Co., Ltd.
MESSRS. Swan, Hunter & Wigham Richardson are to
be congratulated on the success which has attended
the coasting trials of the cargo trading barge Toiler,
and on the announcement that with the confidence gained
by the experience during the trials of this vessel, they are
prepared to undertake the building and engining of others
similarly fitted with oil engines. This is as it should be, and
the firms who are devoting themselves to meet the coming
requirements now multiplying in the market are wise in
their generation. The annual reports and meetings of the
two largest Scotch shale oil manufacturers — the Broxburn
and the Oakbank — point to a greater output of mineral oil
than the market demands, arising out of the increased pro-
duction in certain oil fields of the world, aggravated by the
exposure in court of the Standard Oil Trust in the termination
of the trial and the verdict against the Trust. The by-
products from the shale oil have been increasing in demand
and the two companies referred to have suffered less financially
owing to the sulphate of ammonia realizing a better price and
a ready sale for its fertilizing properties. The question of
N.H.P. for marine as for land motors is exercising the minds
of engineers in discussing the relative performances of steam
and gas engines so far as these are available for comparison,
and also how the marine engineers will be affected in regard to
the Board of Trade certificates in relation to the 99 N.H.P.
There has ever been and there is still a good deal of elasticity
in the application of the old rule for steam ships, which is
liased upon the squares of the diameters of the cylinders
divided by a so-called constant, but as this latter has not
been accepted by all builders there have been variations.
The old Clyde rule D^-r 30, as steam pressures increased,
gave wider divergence between the N.H.P. and the TH.P.,
and the constant was gradually reduced until it has become
about one-third, in some cases little more than one-fourth
of its early standard in triple and quadruple engines. The
present elasticity in the expression N.H.P. renders it quite
niadequate as a basis for determining the true power value
of a set of engines and in some cases when a Board of Trade
examination for a certificate depends upon it, there is an
undoubted hardship. The horse-power for road vehicles
fitted with motors for registration purposes and taxation is
D^^-HZ-S, and here we have the constant still further reduced
to bring the registration power approximately nearer the
actual. A controversy has been waged over this rule, the
apparent allowance due to the constant for one horse power
being 2-5, and if this be taken to represent square inches, it
naturally and scientifically follows that D- should also
represent square inches or the area of the cylinder diameters,
which is less than the area of a square constructed on that
diameter. If, on the other hand, the 2-5 is simply an arbi-
trary constant the rule can be defended by its framers
— certainly the owner of the vehicle subject to taxation would
maintain that the 2.5 in the divisor does represent square
inches, and therefore the D^ represents the square inches of
area in the diameter of the cylinder. We agree with this
view, as in the regulations it is stated thus" one-horsepower
for every 2-5 sq. in." Evidently there is a want of clear
pronouncement both in respect to N.H.P. for marine engines
and registered H.P. for land motors. The great scheme
which has been proposed and discussed with a view to open
up a waterway from the east to the west of Scotland to con-
nect the Forth and the Clyde, has been gradually shaping
itself into practical and practicable form. By a strange
coincidence Grangemouth municipsl leaders incline to keep
the terminus of the large proposed canal away from
that port, which is the terminus of the old Forth and Clyde
Canal, on the waters of which the "Charlotte Dundas" floated ;
while those of Falkirk, three to four miles away, consider that
the line of the present canal is the preferable path and would
considerably increase the facilities for trade and add greatly
to the prosperitv of the locality. We incline to the Falkirk
view, and are persuaded that the foundries and ironworks
around Falkirk and Carron would benefit greatly by a ship
canal, while Grangemouth itself would be materially ad-
vantaged. Apart from these convictions arises the natural
shudder when we think of the beauty and romance of Loch
Lomond being invaded and its nature sounds spoiled bj' those
of the traffickers of the sea encroaching upon its domains.
414
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
It has t\'-i i'len a sourceof wonder to us that our canals have
not been used to a greater advantage. The Forth and Clyde
Canal has been to some extent a great help to the trades and
commerce of the lands through which it passes. The fear?
which were entertained— in the early years of steam, heralded
by Symington's vessel— passed when the screw propeller
came into being, and the number of steam lighters was in-
creased, doing good service between east and west. The
Monkland Canal has also historical interest in connection
with the ancient question, " can iron swim ? " for from its
banks the answer was given by the floating of the first iron
barge. With these two examples of pioneer work it seems
a cause of regret that the canal system has not been more
fully developed for the carriage of goods and produce to sup-
plement the railwav and road traffic throughout the country.
The trials of the suction gas engined ve.s.sel, Holzapfel I. have
so far proved satisfactory, including the quick action of re-
versing, and but for the mishap which occurred to the vessel
in the Tyne, necessitating return to port for repairs to the
stem, the results of a more extended trial might have been
available, these however are merely postponed, and we hope
to add our further congratulations to both owners and
builders when the more extended runs of the ves.sel in active
service take place, .^n accident recently happened, due to
some petrol being spilt on the clothes of a workman while
cleaning a motor, and a fellow-workman thereafter lighting
a cigarette, a spark from which ignited the clothing and
resulted in somewhat serious burns to both before the fire
was extinguished. This incident shows that extreme caution
should always be exercised in dealing with low test oils and
spirit, and illustrates the adages as to familiarity and edged
tools. We have heard of several cases, where even en-
gineers of experience have had cause to regret holding flaming
lamps over drums and tanks which contained compositions
or oils which give off inflammable vapour, and it may be well
to give this "word of caution here. The specific gravity
figure fixed for purposes of levying duty on naphtha spirit
has given rise to a protest from some of the home manu-
facturers on the ground that it unduly presses them in their
business, and adds to their cost of production for the market.
The plea is a valid one, and if on investigation of other con-
siderations, it may be allowed to rule, the authorities should
amend the figure to suit.
The Dutch trader Cornelius, fitted with Diesel engines of
500 B.H.P., has made a voyage to the Thames and from
the reports we gather that this vessel has proved to be
economical and reliable as to the machinery, which is in charge
of three men. The mission launch George Wisliart.flie Martyr
fitted with 76 B.H.P. Beardmore oil engines, is now in regular
service on the Thames and giving satisfaction ; when running
any distance at full power, the normal speed is lo knots per
hoiir. Another vessel of an interesting type which has
appeared upon the Thames is fitted with double-acting gas
engines, and the trials have indicated very favourable results,
so much so that from the experimental craft there is a pro-
spect of further developments commercially on a larger scale.
The arrangements for the marine motor exhibition at New-
castle, referred to in a previous issue, are being carried into
effect and promise to be of a highly interesting and valuable
character. At the Glasgow Exhibition Messrs. Beardmore
have on view a 95-B.H.P. crude oil engine and a 60-B.H.P.
paraffin engine ; both being in working operation, show their
efficiency at work as well as their good points in appearance.
The former engine is stated to run on a consumption of -5
pint per B.H.P. per hour ; it is directly reversible by compressed
air. which is also used in starting. The new yacht for the
Marquis of Graham is now well in hand and the engines of
180 B.H.P. being constructed by Messrs. Beardmore show
good progress ; the fitting of them in the yacht is being looked
forward to in expectation of a highly satisfactory job. Motor
auxiliaries are being tested and developed in order to meet
the demand for such and the windlass and winch, with
hydraulic transmission gear, recently tried, seem to be
shaping well towards a prospect of commercial success.
The British Westinghouse Electric .\nd Manuf.\ctur-
ING Co., Ltd., inform us that the reports which recently
appeared in some of the daily papers that the Company was
about to cease the manufacture of gas engines is due to a
misunderstanding and is entirely erroneous.
THE POLYRHOE CARBURETTOR FOR
MARINE MOTORS.
THOSE who are users of petrol launches have had
experience with the difficulties of obtaining
efficient carburation under the varying conditions
that obtain in such use. How annoying it is when
the engine refuses to start up, particularly when time
is of importance, such as in an emergency or a case of
stress, and when once away variations in mixture are
often difficult to make with precision so as to obtain
a proper mixture at varying speeds. What one wants
is a carburettor which can be adjusted temporarily
so as to get an explosive mixture for starting up in
even the coldest weather, and which can then be
readjusted to a definite position to suit the actual con-
ditions of working of a particular engine for all speeds.
Any internal combustion engine which depends for
its charge on aspiration must necessarily have more
or less air leak from the atmosphere to its interior, so
that the proper mixture cannot be initially determined
at the carburettor itself, irrespective of this disturbing
factor which is a practically constant one in each
individual engine, although different in amount com-
paring one engine with another.
One of the most, if not the most, scientifically
designed carburettors used for motor vehicles is the
" Polyrhoe," invented by Mr. lonides, and manufac-
tured by Messrs. Wadkin & Co., of Leicester, and so
good are the results attained on the road, that it has
been thought desirable to design carburettors of a
similar type for use on motor boats having petrol
engines. We illustrate this type in the adjoining
diagrams, of which Fig. i is a perspective view of a
carburettor for an engine of 400 h.p. Fig. 2 is a plan
showing the adjustable air admission shutters. Fig. 3
is a transverse section. Fig. 4 is a longitudinal section,
and Fig. 5 shows three detail views of the adjustable
no-load device to correct the constant air leak of the
engine by a predetermined definite quantity of petrol
supply.
The carburettor body is generally of cylindrical
formation, with the upper part cut away to form a
throat, at each side of which are rows of jets formed
by perforations arranged in superposed thin metal
plates held down by a clamping plate and screws, and
fed with petrol by vertical channels from the lower
part of a float chamber. There are two float cha mbers,
one on each side, each chamber being fitted with a
float and needle valve in the usual way ; at one end of
the body is the throttle valve and flange for connection
to the induction pipe, while at the other end is
arranged a cylinder co-axial to and larger than the
cylindrical body of the carburettor. Within the body
and cylinder works a double piston of trunk form,
having a differential area, and a spring is arranged
tending to force the piston awayfrom the cylinder cover
towards the throttle.
Upon the piston of small diameter, are mounted
two fence pieces which extend the piston body upwards
to a substantial square formation level with the top of
the throat, and covering at the sides the row of
holes to the extent of the width of the 'fence. It will
be seen that the spring tends to close the throat,
while the suction of the engine passing through the
trunk to the rear of the large piston tends to draw the
fence back and open the throat, thus uncovering more
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
415
petrol jets. At the outer end of each fence is arranged
a pivoted arm, made adjustable by means of two
screws, so as to uncover a more or less number of jets
at the side, although the throat is closed across the
centre part of its end. Tiie number so uncovered will
be that which will allow sufficient petrol to pass to mix
with the air leaks to form an explosive mixture when
the throat is closed ; this is clearly shown in Fig. 5.
On the upper part of the body, outside, are arranged
two air flaps or shutters, which are made adjustable
Fig, I.
Fig. 2.
laterally by means of a Bowden wire, so that the width
of the throat on each side can be varied at will to get
the proper proportion of air for the petrol from the jets
uncovered. These flaps are mounted on springed,
pressed arms, arranged to keep the flaps in place as far
as the suction is concerned, but should a back-fire take
place they will lift and relieve the pressure at once
through the open throat. In order to prevent the large
piston tending to close thethroat under these conditions,
a check valve is mounted at the end of the trunk,
which has a small bye-pass or leak for balancing the
pressure on both sides normally, but which on a sudden
rise of pressure is inefTecti ve, so that the excess pressure
forces the small piston back and cuts out the differential
action of the two pistons.
The body of the carburettor is water-jacketed so as
to maintain it at a high temperature ; this is found to
be an important matter if gas of uniform and constant
character is to be produced.
Assuming that the no-load adjustment has been
properly made, the air flaps have been regulated to
Fig. 3
m^^'
^
™-A .^,™
■'H^--' ■■ ■■■.^
. . . .-1
'"■'"'"ffilW
■ ■ 7W||-'\I
f
jLj; .^.JLi
u 'J u u 1
^
ssgs^i^ hm.„ii^c^^
^^
give the proper mixture of petrol and air, and the
engine is running slowly on a closed throttle, it
will be found that the throat will be nearly closed.
Immediately the throttle is opened to speed up the
engine, the suction on the differential piston is increased
and it opens the throat a'.;ainst spring pressure. This
opening does two things, firstly, it exposes a larger
number of jets to the suction current passing through
the throat, and secondly, it increases the area of the
air passage directly in proportion to that of the petrol
jets, so that the relationship between petrol and air
remains constant, irrespective of the engine speed
4i6
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
This latter feature is the crowning feature in the
operation of the device, as it gets over the difficulty
experienced with the usual type of jet carburettor, vi2.,
that the petrol delivery by an inducing air current
varies as the square of the velocity of such current, so
that if you double the speed of the air current you get
four times the petrol, or twice as much petrol as you
require for proper and economic running.
We have had the opportunity of thoroughly testing
one of these devices, and we find that it is quite easy
to throttle the engine down to 10 "/^ of its maximum
and run it at any intermediate speed under the most
efficient working conditions, and with no liability
to stop. There is a further point, which is important,
as to the ignition of an explosive mixture ; if the
mixture is of a constant character the ignition is the
same for all speeds, while if the mixture varies, the
timing of the ignition must be varied accordingly ; for
example, a weak mixture requires an earlier ignition
than a rich mixture, consequently the ignition requires
adjustment to suit the conditions of a variable mixture,
which in itself is a tiresome duty and is often neglected,
and inefficient and uneconomical running results.
The design of the apparatus has been thought out
in a very thorough manner, and every detail appears
to have been the result of careful experiment and
calculation. It is not often that one comes across an
automatic device which is so little liable to be deranged
as this Polyrhoe carburettor.
WHITE STAR LINERS "OLYMPIC
AND "TITANIC."
The Cunard Company and the Fishguard Route. —
The use of Fishguard as a port of call for the homeward trip
of the vessels engaged in the Cunard Company's Boston
service commenced on the gth May. It fell to the lot of the
Franconia on the completion of her first voyage to Boston,
to initiate the movement.
The Turin Exhibition.— At the Turin Exhibition to be
opened on the 9th and to continue to the 20th September,
this year, several British firms are exhibiting, among whom
may be mentioned The Fairfield Shipbuilding and Engineer-
ing Co., Ltd. ; Messrs. Allev & MacLellan, Ltd., The Burma
Oil Co., Ltd., Messrs. D. & W. Henderson & Co., Ltd., Messrs.
Laidlow & Co., Ltd., and others. Under the auspices of the
Itahan Electro Technical .Association and committee an
International Congress of the .Applications of Electricity will
be held at the same time. The president of the committee
and organization invites interested parties to send papers
in to be read before the Congress. It is intended that the
papers read shall form the basis of interesting discussions.
Cold Storage and Ice Association. — The annual dinner
of this Society was held in the Waldorf Hotel, Aldwych, on
Tuesday, May 2nd, presided over by the President, Chas. E.
Brightman, Esq. Among those present were Sir Montague
Nelson, Sir Geo. H. Reed, Sir Wm. Hall Jones, Sir Thos.
Borthwick, Mr. L. Sterne, and Mr. James Adamson, honorary
secretary of the Institute of JIarine Engineers. Sir Thos.
Borthwick gave the toast of " The Industry of the Associa-
tion " in proposing a brief outline of the progress w-hich had
been made in the carriage of produce and the success which
attended its development. The Association was doing good
work, and the iustification of its formation was manifest from
the fact that the papers and discussions had been productive
■ of views being expressed for the genera! information of all
concerned. The President, in responding, gave figures to
show the enormous strides which had been made since the
lirst cargo of frozen produce was brought to Britain. The
pioneer experimenters deserved credit for their labour and
enterprise, as such had been productive of a vast industry
which is still growing and increasing. The Association was
formed mainly through the efforts of Mr. Leonard, who
served so well as hon. secretary and whom they were pleased
to see with them on the occasion of their annual dinner,
although stress of other work had compelled him to retire
from the office.
NO better instance of the spirit of enterprise can be
produced than the building of the White Star Liner
i)/yiiipu and her sister ship Titanic, constructed
as they have been side by side at Messrs. Harland &
Wolff's Ship Yard, Belfast. The spectacle of these two
enormous vessels on adjoining slips, representing over
100,000 tons displacement, was altogether unprecedented,
and naturally the public interest taken in the vessels on
both sides of the Atlantic has been very keen. A number
of illustrations have appeared in The Marine Engineer
and Naval Architect from time to time showing the differ-
ent stages of construction of the Olym-pic and Titanic, and
also illustrations of the machinery to which the reader is
referred.
For convenience the following description of the vessels
has been arranged in three parts — the first dealing i)rin-
cipally with the hull, the second with the decorations, and
Part til. with the machinery.
I. The construction and general features of the ship.
Leading Dimensions : —
Length over all 882ft. ^in.
Length between perpendiculars ..- ... 850ft. oin.
Breadth, extreme 92ft. 6in.
Depth, moulded, keel to top of beam, bridge deck 73ft. 6in.
Total height from keel to navigating bridge ... 104ft. oin.
Gross tonnage ... ... ••■ ■■• about 45,000 tons.
Load draft 34ft. 6in.
Displacement ... ... ... ... about 60,000 tons.
Indicated horse-power of reciprocating engines 30,000
Shaft horse-power of turbine engine 16,000
Speed 21 knots.
The work of both ships has been carried on in a most
expeditious manner. The first keel-plate of the Olym-pic
was laid on December 16, 190S, and by March 10 following
the double bottom was all bolted up, and the work of rivet-
ing it by hydraulic power well advanced. The whole of
the side framing, which was commenced from the stern,
was finished b5' November 20, igog, and the plating was
completed and almost entirely riveted by April 15, igio.
The vessel, as is well known, was launched 20th vjctober,
igio, and practically only seven months have been taken
up in the subsequent work of completion. When the
dimensions of the ship are remembered, this performance
will be recognised as highly creditable to all concerned.
The centre keelson is 5 ft. 3 in. deep, the flat keel-plate
i^ in. thick, and the keel bar 3 in. thick. There are
four intercostal girders on each side between the centre
keelson and the margin plate, but under the machinery
compartments there are additional girders. Between the
margin plate and the turn of the bilge are wing ballast
tanks. The double bottom was riveted by hydraulic
power, the machines being suspended from overhead
travellers. This double bottom is utilised for carrying
water ballast, the floor plates between the intercostal
girders having lightening holes, except at intervals, where
they are without holes, to form separate ballast-tanks.
In three and a half months' progress the frames extended
to the bridge-deck — the eighth level from the inner bottom
—a height from the bilge of 66 feet, and are spaced three
feet apart, e-xcept at the bow and stern, where they are
respectively 24 in. and 27 in. apart. They are of channel
section, 10 in. deep amidships, and of angle and reverse
bars at the ends. At frequent intervals there are heavy-
web frames. Increased strength is ensured at the machinery
spaces by the web-frames being placed at closer intervals.
• By the time this nutnber of " The Marine Engineer anu Naval
Architect" is in the hands of our readers, and accordini? to the arrange-
ments iixed at the time of writing, the Titanic will have left thft ways and
become waterborne. The Otymhic will have arrived in the Mersey on
June 1st, where an opportunity will be given to visitors to inspect her, a
small charge being made, the proceeds going to local charities. The Olympic
is due at Southampton on June 3rd, and arrangements are being prepared to
give the vessel a reception worthy of the occasion. Her maiden voyage is to
commence on the Mtli of June, under the command of Captain Smith. In
our July issue we sliall include pictures of the launch of the Titanic and
dlustrations showing the splendid passenaer acconnnodation of the Olympic.
The exhaustive description of both vessels, uf whicli we publish a part in
this issue, will be concluded.
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
417
Specially heavy bracket plates connect the frames with the
wing brackets. As the framing proceeded the transverse
beams were fitted in place on each deck-level. These
beams are made of channels lo in. deep, up to the lower
deck, and of smaller section above this : all are placed, of
course, to suit the spacing of the frames, to which they are
connected by efficient brackets. There are four longitu-
dinal girders in the width of the hull e.xtending for the
whole length of the ship. These are built up of plates
with deep angles at top and bottom. Owing to the width
of the holds required for the machinery spaces, these
girders could not be made continuous; but at the engine
and turbine compartments special girders were put in with
a collective sectional area equal to that of the four girders
in other parts of the ship. Stanchions are erected at fre-
quent intervals under the girders ; those under the middle
deck — the third level above the inner bottom — are of built-
up steel columns, and above this they are of solid steel of
less diameter. The latter section was adopted, as they
could be placed at more frequent intervals. On the lines
of these girders and columns the deck-plate has been in-
creased in thickness. This general description of the
structure indicates the great strength of the hull, the aim
being to ensure the maximum of stiffness in a heavy sea-
way. To the same end the deck plating, which is of steel
throughout, was specially strengthened by having thicker
plating on the two topmost levels of the moulded structure
— on the shelter and bridge-decks.
The shell-plating also is exceptionally heavy. It is
tor the most part of plates six feet wide and of about 30
feet in length. The width tapers towards the ends, as
shown in the bow and stern views of the completed ship.
The laps are treble riveted, and the sheer-strakes in the
way of the shelter and boat-decks have been hydraulically
riveted. This also applies to the turn of the bilge, where
bilge-keels, 25 in. deep, are fitted for 295 feet of the length
of the vessel amidships.
There are fifteen transverse water-tight bulkheads, ex-
tending from the double bottom to the upper deck, at the
forward end of the ship, and to the saloon deck at the after
end — in both instances far above the load water line. The
room in which the reciprocating engines are placed is the
largest of the water-tight compartments, being about 69
feet long ; while the turbine room is 57 feet long. The
boiler rooms are generally 57 feet long, with the excep-
tion of that nearest the reciprocating engine compartment.
The holds are 50 feet long. Any two compartments may
be flooded without in any way involving the safety of the
ship.
1 he two decks forming the superstructure of the ship
and the navigating bridge are built to ensure a high
degree of rigidity. At the sides they are supported on built-
up frames, in line with the hull-frames, but at wider inter-
vals. . The deck-houses are specially stiffened by
channel -sect ion steel fitted in the framework, and where,
as on the boat-deck, the public rooms pierce the deck,
heavy brackets are introduced to increase strength against
racking stresses when the ship is steaming through a heavy
sea-way.
Expansion joints are made in the superstructure above
the bridge-deck at convenient points in the length — one
forward and cne aft — the whole structure being completely
severed and the joints suitably covered.
Stern-Frame and Boss-Arms.— The .stern-frame of such
a vessel is of special interest. It was made by the Dar-
lington Forge Company, and some idea of its size may be
formed by the fact that the total weight of the casting was
about 190 tons, the stern frame being 70 tons, the side pro-
peller brackets 735 tons, and the forward boss-arms 45
tons. The centre propeller, driven by the turbine, works
in the usual stern-frame aperture, while the wing pro-
pellers are supported in brackets. The chief dimensions
of the stern castings are as follows : —
Stern frame : Height, 67 ft. o-^ in. ; length of keel-post,
37 ft. 4 in. ; section of gudgeon-post, 21 in. by 13 in. After
brackets, centres of shafts, 38 ft. loj in. ; diameter of
bosses, 5 ft. 2^ in. Forward brackets, centres of shafts,
38 ft. 5^ in. ; diameter of bosses, 6 ft. 2in.
The stern-frame is of Siemens-Martins mild cast steel,
of hollow or dish section, in two pieces, with large scarphs,
one on the forward post and one on the after post, con-
nected with best Lowmoor iron rivets, 2 in. in diameter,
the total weight of rivets being over a ton. The care
exercised in fitting these to ensure a strong connection is
suggested by the fact that they were all turned and fitted
and specially closed with rams. There are in all 59 rivets
in the forward and 53 rivets in the after scarphs. In the
stern-frame there is, of course, the boss for the shaft driven
by the turbine, the lower portion of this part of the stern-
frame having a large palm cast on its extreme forward
end, to give a solid connection to the after boss-arms and
main structure of the vessel.
The after boss-arms are also of mild cast-steel, of hollow
section. Particular attention was paid to the angle ot
these boss-arms, to ensure the easiest flow of stream-lines
to the turbine propeller, in order that it might rotate in
solid water. The boss-arms are in two pieces, connected
at the centre line of the vessel by strong, deep flanges, to
form a continuous web across the ship. This web, again,
is riveted to a 2 in. steel plate of special quality forming
a bulkhead across the ship. Forward of this boss there
is another set of arms of the girder pattern, the port and
starboard pieces being connected again in the centre of
the ship; and, in addition, there are other heavy web-
plates down the ship's side connecting same to the ship's
floor.
The Rudder. — The rudder, constructed by the Darling-
ton Forge Co., Ltd., is of the usual elliptical type, of solid
cast steel, built in five sections, coupled together with
bolts varying from 35 in. to 2 in. in diameter. The top
section of the rudder is of forged steel from a special
ingot of the same quality as naval gun-jackets. The
rudder pintles are arranged each to take its own propor-
tion of the rudder weight, having hard-steel tops or cups
inside the stern-post gudgeons. The pintles are 11 in.
in diameter, of hard steel, and are fitted with a taper in
the rudder gudgeons so that they can be tightened up in
the gudgeon when required. These are provided on top
with a solid covered nut having set-pins to prevent the
pintles turning. A special feature is that the bottom
of the rudder is so arranged that screw jacks can be em-
ployed for lifting it in dry do<;k. This will greatly
facilitate this work. The total weight of the rudder is
1013 tons, while its length over all is 78 ft. S in., and its
width 15 ft. 3 in. The diameter of the rudder-stock is
232 in.
The Stem. — The stem is of the usual rectangular section,
of rolled steel with a cast-steel forefoot of hollow section
connecting stem to keel plate and keel bar. A special
feature is that there is provided at the top a hawse-pipe.
Through this a steel wire hawser can be passed for use in
connection with a central bower anchor, in addition to the
port and starboard anchors. The centre bower anchor is
of 155 tons weight, and the side anchors are each 8 tons
in weight, the cables used, 330 fathoms long, being of
3 3-8ths in. diameter. The centre bower anchor has a wire
rope instead of a cable, the length of the rope being 175
fathoms, the breaking strain being 290 tons. The inno-
vation of a central hawse-pipe had the great advantage
that it reduced the necessary weight of the side anchors
to reasonable limits.
The Arrangement of the Decks. — There are ten decks
in the ship, named from the bottom upwards : — Lower
orlop, orlop, lower, middle, upper, saloon, shelter, bridge,
promenade, and boat. The passenger decks — promenade,
bridge, shelter, saloon, upper, middle, and lower, are
named alphabetically A, B, C, D, E, F, G. Two of the
decks are above the moulded structure of the ship. The
lower orlop, orlop, and lower decks do not extend for the
complete lengh of the structure, being interrupted for the
machinery accommodation. The bridge deck extends for
a length of 550 feet amidships, the forecastle and poop
on the same level being respectively 12S feet and 106 feet
long. The promenade and boat decks are also over 500 feet
long. The first-class passengers are accommodated on
the five levels from the upper to the promenade decks. The
second-class passengers have their accommodation on the
middle, upper and saloon decks, and the third-class pas-
sengers on the lower deck, forward and aft, and on the
middle, upper and saloon decks aft.
{To be continued.)
4i8
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
THE FLEETS OF THE MAIL LINES.
(From our Own Correspondent.)
The Progress of the Turbine Engine.
THE turbine principle appears to have had a set-back
from the announcement that the Great Central Kailway
is about to have the turbine engines removed from
its two steamships Marylebonc and Immingkam and have
them replaced by machinery of the old reciprocating type.
The steamers in question were built — one at Birkenhead
by Messrs. Cammell, Laird & Co., and the other at New-
castle by Messrs. Swan & Hunter and VVigham Kichard-
son & Co., in the year 1906, the turbines for the latter
coming from the shops of the Wallsend Slipway Co. The
vessels were intended for the Grimsby and Rotterdam
passenger and cargo service of their owners, and they
have been on the route for about five years and attained
some popularity with the travelling public. The
announcement that they are to be converted to twin from
triple screws by Messrs. Earle's, of Hull, came possibly
as a surprise to some travellers. But the fact of the matter
is that the ships were never really suitable for turbine
propulsion as originally designed. Their legend speed
is but eighteen knots, and no doubt on service they fall
somewhat short of that standard. Now it is well known
that economy cannot be attained in the direct working of
turbine engines at a low speed, and for that reason the
ships must have been uneconomical to run. That a change
is to be made need not excite surprise. But in view of
the experiments with the cargo steamer Vcsfesian and of
the fact that the principle of geared turbine engines has
been adopted by the London and South Western Railway
for their new steamships for the Southampton and Havre
route, one might have thought that it would have been
more advisable to alter the machinery from direct to gear-
ing drive. Possibly, however, it was found that such an
alteration as this would be even more costly than the
provision of new reciprocating engines. Against this
apparent set-back, however, there are two real triumphs
to be recorded for .Mr. Parsons' invention. First
the London and North Western Railway — hitherto a firm
adherent to the twin screw principle for its Holyhead
tieet — is seeking tenders for two new vessels to be fitted
with turbines. Possibly the directors have seen enough
of the working of the new Fleetwood steamships (which
they own jointly with the Lancashire and Yorkshire Rail-
way) to make them feel confident that for their special
trade to Dublin the turbine has advantages over the older
type of ship. Then we have the announcement that the
Hamburg-American Company have decided that the new
50,000 ton vessel which they have under construction at
the Vulcan Yard at Stettin for their New York express
trade is to be fitted with turbines. The Hamburg Com-
pany made certain experiments with a small local pas-
senger steamer, the Kaiser, some time ago. But they did
not seem encouraged to adopt the principle for their larger
vessels, and the fact that the as yet unnamed German
monster is like the Cunarder Acquilainia, to be driven
by turbines, is the highest testimonial to the value of Mr.
Parsons' invention which it has yet received from the
Mercantile Marine of Germany.
The Elder-Dempster Company.
Some interest attaches to the first report of the organ-
isation which was brought into existence to carry and
develop the various properties which were left by the
late Sir Alfred Jones. It is a highly satisfactory docu-
ment. A dividend at the rate of eight per cent, seems
to have been earned and paid on the ordinary and man-
agement shares, and that on quite conservative lines. For
whereas the articles of association provide that ^^ 15, 000
shall be carried each year to reserve, the directors have
thought it prudent to increase the sum taken for the period
under review to /.'25,ooo. They have further written off
the whole of the preliminary expenses, which amount to
upwards of ;^56,ooo. Beyond this they have subscribed
a sum of ;£io,ooo towards the extension of the British
Cotton Growing Association's objects — a development
which was very dear to Sir Alfred's heart and one which
will probably in years to come be highly beneficial to many
British interests — and not the least amongst them to the
ship-owning fraternity. Finally, they have written down
the value of their ^10 shares in the Imperial Direct West
India Mail Service Company, Ltd., to one-tenth of their
nominal value. This they have done in view of the fact
that the forty-thousand-a-year banana subsidy has been
withdrawn by the Government, and that the steamers of
the line are thus at the moment without occupation.
Whether these steamers will ever again be employed in
the direct service to Jamaica remains to be seen. But
assuredly whatever happens the assets of the Direct Ser-
vice are worth one-tenth of their face value, if disposed of
by auction without any goodwill.
An interesting point was mentioned at the meeting of
the Elder Dempster Company, and one that throws a
strong sidelight on the methods of the new management.
Amongst the assets taken over were two South Wales
collieries which had been a continual drain on Sir Alfred
Jones during the ten years that had passed since he
acquired them. They had been bought, not so much for
the cash return that might be hoped of them, as for the
reason that the possession of such a source of supply
rendered a shipowner to some extent independent. But
a drain could not be allowed to continue under the new
management. The collieries were at once shut down
pending re-organisation. Such a re-organisation as took
place must have been of a somewhat drastic character,
for the experience of the short time that has elapsed since
their re-opening has shown that the action that has been
taken has turned the loss into a profit.
The Brocklebank Line.
This old established Liverpool Company has recently
lost its head through the death of the late Sir Thomas
Brocklebank. Of the two members of the family who
remained on the Board one — Mr. Ralph Brocklebank sub-
sequently retired, leaving only Sir Aubrey Brocklebank,
the successor to the baronetcy. The management has,
however, been strengthened by the accession of three mem-
bers of another old Liverpool shipping family to the
Board — these are Sir Percy and Messrs. F. and D. Bates.
It is said that there will be no amalgamation of the two
lines. But such a close understanding between the man-
agements of the two companies must have certain results,
and tend to eventual co-operation. It may therefore be
interesting to record the composition of the two fleets.
Messrs. T. & J. Brocklebank own : —
Built Place of Buildins. Builders.
1. Cardiganshire, ex Ameer 1889 Single-screw Belfast Harland & Wolfi
2. Carnarvonihive, ex ,,0,1,10-
Gaekwar j8go Single-screw Belfast Harland & Woltl
3. Breconshirc. ex Pindari 1891 Twin-screw Belfast Harland & Wolfi
4. Glamorganshire, ex ,^ j ^ , u
MariL'arri 1900 Single-screw Dundee Gourlay Bros.
5. Montgomervshire, ex ,, , ^ , „
Bengali 1901 Single-screw Dundee Gourlay Bros.
6. Mahronda 1905 Single-screw Bellast Harland & Wolft
7. Malakand 1905 Single-screw Belfast Harand&Woff
8 Manipur 1906 Single-screw Belfast Harland & Wolfi
9. Matheran 1906 Single screw Belfast Harland & Wolff
The following vessels were managed by Messrs. E. Bates
& Sons when Lloyd's Register published its last list :—
1 7,„„u„ 1890 Single-screw Belfast Harland & Wolfi
2 Iran 1896 Twin-screw Belfast Harland & Wolfi
,' istiar 1896 Single-screw Belfast Harland & Wolfi
4. Imam .'.'.'. 1897 Single-screw Belfast Harland & Wolff
But the Imaiii has since been sold to foreigners. It will
be seen that the direct interest of Messrs. E. Bates & Sons
in shipping is now relatively small, and that the class of
ship owned by the two companies is very similar.
Disasters.
Under the name of Asia a well-known passenger ship
of former days has disappeared, for under this name is
disguised the old Doric of the White Star Line, which was
built in 1883 by Messrs. Harland & Wolff for charter in
the New Zealand trade. After many years service the
vessel was transferred to the Trans-Pacific service, making
a record for a non-stop voyage as she went out to her new
station. A few years ago the White Star Line disposed
of her to another British Company, who, however, retained
her in commission on the Pacific, and chartered her to an
American Company— the Pacific Mail Co. At the end
of April she was lost near Shanghai, striking on Finger
Rock in fog. There was fortunately no loss of life— though
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
419
one of the enginercom staff was at first reported as
missing. The mails also were saved. But as soon as
the .ship was abandoned she was stripped by Chinese
pirates, who indeed were at one time more threatening
than the perils of the sea. They appear to have reaped
a rich harvest, as their loot included .£10,000 worth of
silk. There will not improbably be diplomatic trouble
over this incident, as it is reported that the officers of
certain Chinese warships refused to attempt the recovery
of the stolen property on the ground that such action was
" none of their business."
Another important casualty was th.it of the twin screw
Ward liner Merida, sunk by collision with the Admiral
Farragut, also an American passenger steamer off Cape
Charles. The injuries of both vessels were severe, but
fortunately the chief damage to the Admiral Farragut was
forward the collision bulkhead. In this case wireless
telegraphy again proved its value, as when the two vessels
parted in the fog the Merida was able to call up assistance,
the battleship Iowa and the Old Dominion Liner Hamilton
coming to the rescue, and saving all hands. In addition
to the crew the Merida seems to have had on board some
two hundred passengers. A considerable quantity of
silver bullion is reported to have gone down with the ship,
there having been no time to save anything but life. The
Merida was a 6,000 ton ship built at Philadelphia in 1006
by Messrs. Cramps.
Wireless at the Cape.
The Cape Government wireless telegraph station at
Slangkop is now open, and on the loth May it communi-
cated with three vessels of the Union Castle Line, viz. :
the mail steamers Balmoral Castle and Edinburgh Castle
and the intermediate steamer Dunluce Castle. The station
got in touch with the last-named vessel when she was at a
distance of no less than 1,500 miles. It will be seen that
with its usual foresight the Union Castle Company has
provided its ships with installations before the authorities
have provided the necessary land stations. But the South
African voyage — being as it were coasting on an ocean
scale — is an ideal one for this mode of communication,
and it will not be long before the Union Castle Liners
which can now speak to one another and to vessels of other
lines fitted with installations, will be within range of one
or other land station during the whole of their 6,000 mile
journey.
Whilst speaking of the Union Castle Line I may mention
that the two Clyde built sisters to the twin screw Galway
Castle (recently launched by Jlessrs. Harland & Wolff)
will be put on the water within the next few days, the
Gloucester Castle by the Fairfield Shiobuildin" Co., and
the Guildford Castle by Messrs. Barclay, Curie & Co.
New Methods of Propulsion.
The Diesel engined cargo vessel Toiler seems to have
achieved success on her maiden voyage from the Tyne to
Calais. She shifted a deadweight of just under 2,700
tons at a speed of 5.9 knots, starting in heavy weather.
The consumption was 6^ tons of oil tor the round voyage,
or about i| tons for each day's steaming.
It seems possible that, in spite of repeated attempts,
always followed by failure since the days of Mr. William
Lindsay, there may really be a future for the auxiliary
sailing ship now that the oil engine has become eminently
practicable for marine purposes. At all events, the Liver-
pool firm of Job Bros., who have a considerable trade
between St. John's, Newfoundland and Brazilian ports
with a fleet of sailing vessels, believe that it is worth
while to attempt to shorten the maximum length of voyage
— which, on occasion, thanks to the prevalence of calms —
runs to 40 or even 50 days. It is held that a vessel fitted
with an engine capable of driving her at seven knots will
be able to reckon on completing the voyage in ten days'
time. Accordingly the firm have arranged that a new
sailing ship now under construction for them at a Rotter-
dam shipbuilding yard, shall at completion be taken to
Southampton and fitted there with a Diesel engine by
Messrs. Thornycroft. It is believed that the vessel wili
be ready for work within about four months.
._-*The Pacific Steam Navigation Company.
by its recent developments has enabled a traveller to per-
form a very remarkable feat. He proceeded from Liver-
pool to Buenos Ayres by the Company's mail steamer
Orofesa. There he took the railway to cross the continent
to Valparaiso, and there caught the F.S.N, steamer Ortega
just about to depart for Northern Ports. By this means
he reached Iquique in 29 days 20 hours from the time he
left Liverpool.
The Canadian Service.
The month of May has seen the new Cunard service to
Canada opened by the sailing of the Albania. I notice
that the master, Capt. G. F. Jeffries, is an old employe loi
the Cunard Company, whilst the chief engineer's name —
Mr. George Bain — also savours of the traditions of the
great Liverpool company. A c insiderable proportion of
the officers both on deck and in he engine-room, however,
had previously served in Cairn Line vessels.
The Teutonic, hitherto a mail steamer between South-
ampton and New York, made her first sailing from Liver-
pool in the second-class service of the White Star-Dominion
Line on the 13th .May. Thus she returns to her old port
after an absence of some years.
It has been officially announced by Sir Wilfred Laurier
in the Dominion Parliament that the present arrangements
as to the conveyance of the mails between their Company
and Canada are about to be terminated. A new system
whereby payment is based on the weight carried will be
inaugurated. But if the Canadian Government carries
out its suggestion that a service of twenty-one knot vessels
be arranged, the payment of ;fioo,ooo a year for mail car-
riage— on whatever basis it be distributed — will hardly
be likely to find sufiicient compensation for the shipowner.
The Roy.\l Insurance Co., Ltd.. of Liverpool, have
issued the 8th Edition of their " Record of Sports." All
sections of sport are dealt with, and the volume is supposed
to form the most accurate and up-to-date record in existence
Messrs. E. G. Appleby & Co. inform us that they have
met with considerable success in the sale of the Kerpely
Gas Producer, and they have an order for seventeen pro-
ducers of the largest size.
A New Powerful Motor Coasting Vessel is being
designed and constructed by Messrs. James Pollock, Sons
and Co., Ltd., of London and Liverpool, and is being fitted
with a 120 B.H.P. Bolinder's direct reversible crude oil
engine, capable of working up to 150 B.H.P. or 185 I.H.P.
The dimensions of this useful vessel are : — Length overall,
92 ft. 8 in. by 19 ft. by 7 ft. 8 in., with a deadweight capacity
of 170 tons.
The Cunard Company have issued a booklet of their
London and Southampton — Canadian Service by the S.s.'s
.-llbanta, .4iisoina, and Ascaniii. The Albania opened the
service on May 2nd, and the Ascania, formerly the Gcrona,
sailed on her maiden voyage on the 23rd May. A number
of guests were invited to inspect the .4 scant a on the 22nd
May. These vessels carry second cabin and third-class
passengers only.
The Cunard Liner " Ivernia." — At the time of going
to press we learn that the Cunard liner Ivernia, homeward
bound from Boston to Liverpool, struck the Daunt Rock
when nearing Queenstown. The vessel was beached and
her 728 passengers safely landed, some of their effects having
to be left behind. Divers have discovered a large hole on
the starboard side, through which a great volume of water
has rushed into the vessel. Temporary repairs will no doubt
have been effected by the time this issue is before our readers,
and the vessel cleared of water. The Ivernia is 582 ft. in
length, 64 ft. 9 in. breadth, ^y ft. 8 in. depth, and was built
in 1900.
The Institution of Civil Engineers. — The Council of
The Institution of Civil Engineers have made the following
awards for Papers read and discussed during the Session
1910-1911 : — Telford Gold Medals to Mr. \V. J. Wilgus (New
York) and Mr. J. Walker Smith (Edinburgh) ; a George
Stephenson Gold Medal to Mr. PhiUp Dawson (London) ;
Telford Premiums to Messrs. G. W. Humphreys (London),
H. K. G. Bamber (Greenhithe), A. E. Carey (London), WiUiam
Dawson (Crewe) and C. S. R' Palmer (London) ; and the
Trevithick Premium to Mr. A. T. Blackall (Reading). The
awards for Papers pubUshed in the Proceedings without
discussion and for Students' Papers will be announced later.
420
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
SCOTTISH EXHIBITION OF NATIONAL
ART AND INDUSTRY.
Marine Exhibits.
11.
IN an exhibition where history and evolutionary develop-
ment really form the keynote it is but natural to find
the shipbuilding firms on the Clyde, whose history
extends back to the earliest stages in steamship building,
and to even a prior date, putting themselves in evidence
and taking pains to illustrate the notable facts and
achievements in their annals. From this point o£ view
it is fitting to find amongst the exhibitors making attrac-
tive displays such firms as Messrs. \Vm. Denny & Bros,
(whose highly interesting stand was dealt with in our
article last month) ; Messrs. Barclay, Curie & Co., White-
inch ; Scotts Shipbuilding & Engineering Co., Greenock;
and Messrs. Wm. Simons & Co., Ltd., Renfrew. Shipbuilding
and engineering concerns, however, whose pride of place
is not so much one of long establishment as of distin-
guished achievement in the domain of up-to-dateness, are
also represented quite as notably ; and from this point of
view attention and admiration will be arrested by the
exhibits of .Messrs. John Brown & Co., Ltd., Clydebank;
Yarrow iV; Co., Scotstoun ; Beardmore & Co., Dalmuir ;
Fairfield Shipbuilding & Engineering Co., Govan, etc.
Messrs. Barclay, Cvrlk & Co., Ltd., Shipbuilders,
Whiteiiich, and Stobcross Engine Works, Glasgow, display
an attractive collection of models representative of the
varied classes of merchant ships which have emanated
from their stocks. Here again regard has been paid in
the selection to the evolutionary aspect of the work
achieved by the firm during its long history as well as
to giving due prominence to up-to-date productions.
Paintings of the company's shipyard and building slips
at Stobcross as these existed in 1S45 and in 1865 are
shown. One of their notable early productions is repre-
sented by a model of the wooden ship City oj Glasgow,
built in iS4ti, the pioneer vessel of the City Line. Others
are a model of the paddle steamer Athole, built for pas-
senger service in iSbb, and one of the four-masted, steel
barque Nord, built in iSgo for A. D. Bordes &. Son, Bor-
deaux, while a painting is also shown of the first four-
masted ship to be built, the County of Peebles, built by
the firm in 1875. Models of steamships contributed to
the P. & O. Company's fleet are those of the Sicilia, 1901,
and the Morea, xgoS ; to the fleet of the Union Castle Mail
Steamship Co., the Braemar Castle, 1S9S, and the Guild-
lord Castle, at present on the stocks ; to the fleet of the
li.I.S.X. Co., the Edavana and the Ele-phanta, built this
year. An up-to-date interest attaches to the model of the
7,000 ton twin screw motor vessel, driven by two sets of
Diesel Oil Engines, at present being made in the firm's
engine works at Stobcross.
Messrs. Wm. Simons & Co., Ltd., Renfrew, are worthily
represented by an attractive collection of models and
photographs of their modern productions in the way of
dredgers and dredging plant of all kinds, and of models
of notable ships built for mercantile as well as for naval
purposes. F'ounded in 1810, first at Greenock, the business
was for a time transferred to the St. Lawrence, near Mon-
treal. The first three vessels built in Canada were ships
of from 315 tons to 454 tons, and were followed by four
others for His Majesty's Service. Two of these were
gunboats, built in 1813. The third was the Linnet, a
brig-of-war of 300 tons, launched on May 2, 1S14, and
carrying 16 guns. After a desperate action, on Sept. 11,
1814, she was captured by the Americans. The last of
the four, the frigate Conjiance, was launched on August
16, 1814. One of the most interesting exhibits on the
stand of Messrs. Simons is a model of this vessel. The
model, which appears to have been made about the time
the ship was built, and which is in a good state of pre-
servation, has been renovated in accordance with the
original designs of the vessel, and is a fine representation
of a frigate of that period, full rigged and showing all
^^'^ 37 guns. The Conjiance, which was a vessel of Soo
tons, had a complement of 400 men. The model is not
carved out of one piece of wood, but is built of planks
and timbers like a real ship, and is fully coppered below
the water line. Something of historical importance also
attaches to the model of the William Connal built in 1851,
the first vessel to be fitted with wire rigging. Then there
is a series of half models of cutter yachts for which, in
the fifties of last century, the firm was quite noted as
well as for river steamers. It is, however, in the greatly
more utilitarian domain of dredger building that the firm
has for many years won renown, and a representative col-
lection of full models and photographs of vessels of this
special class produced in recent years will engage the
attention of visitors, as will also the similarly varied dis-
play of such productions at the adjoining stand of Messrs.
LOBNITZ & Co., Ltd., Renfrew.
The Fairfield Shipbuilding & Engineering Co., Ltd.,
Govan, show a number of beautiful models of modern
vessels including the Canadian Pacific liners Emfress oj
Britain and Emfress of Ireland; H.M.S. Indomitable ;
H.M.S. Glasgow; the Royal Indian Marine troopship
Hardinge; the Union Castle liner Durham Castle; and
the Czar of Russia's curiously shaped yacht Livadia. On
the adjoining stand Messrs. Wm. Beardmore & Co.,
Ltd., Dalmuir, show splendid full models of naval pro-
ductions in the battleship Agamemnon, and the cruisers
Carnarvon and Gloucester, and have at the same stand
working examples of their patent marine oil engine.
Scott's Shipbuilding & Engineering Co., Ltd., Green-
ock, content themselves with a small space, of which,
however, they make good use in illustrating their long
connection with Admiralty work. Antiquity is written
upon the full-rigged model of the sloop-of-war Prince oj
Wales, built for the British Government by the Co.'s for-
bears, John Scott & Sons, in 1803. There is quite a living
interest attaching to the obsolete H.M. gunboat Thrush,
805 tons, 1,200 horse power, carrying 6 guns; because
this craft was commanded by H.R. Highness Prince
George of Wales, now His .Majesty George V. A full
model of the modern battleship Argyle, built in 1905, and
pictures of other notable productions complete the exhibit.
Messrs. John Brown & Co., Ltd., Clydebank, associate
themselves with their friends The Cunard Co., in a very
prominent stand in the Hall of Industries' section of the
Exhibition, where almost as much space is devoted to
shipping exhibits as in the Kelvin Hall, but which are
placed by shipowning companies and travel agencies, and
are accompanied of course by wealth of photographs of
scenery, fac-similies of staterooms, and other accommo-
dation, etc. Prominent on the large stand is a magni-
ficent model of Clydebank's most notable production the
Lusitania, which even in miniature form impresses the
visitor with its sense of power, speed, and luxuriousness.
Adjoining the model is a full size replica of a first-class
stateroom on the Cunard liners. On the same stand
Messrs. Brown & Co. put in evidence a fine example of
their achievements in naval ship construction — a highly
finished model of the British armoured cruiser Injlexible.
Another Clydebank production — still on the stocks how-
ever— is the Orient liner Uraiiia, of 13,000 tons and rS|
knots speed, and a splendid model of this addition to the
Orient fleet is shown at the adjoining stand of Messrs.
Thomas Cook & Son, the tourist agents.
Messrs. Vakrow & Co.'s stand, which is arranged as
a historical record of the firm's achievements, is not large,
but is full of interest. The walls of the stand are taste-
fully hung with pictures which illustrate Messrs. Yarrow's
most noteworthy productions in various classes of ship-
building and boiler work. These pictures are so arranged
as to show the earliest and latest production in each type
of vessel. There is a photograph of the Hornet, one of
the earliest torpedo-destroyers, side by side with one of
the ten latest destroyers built for the Brazilian Govern-
ment, and one of the Y'arrow-Napier motor launch at the
Naval Review of 1905. In this vessel the late King
Edward, Queen Alexandra, and the King and Queen of
Spain took a run, which speaks volumes for the confidence
put in the boat ; one of the stern-wheel steamer Stanley,
built for the famous explorer. This vessel was portable,
and was taken by Stanley on his ascent of the Congo.
There is a photograph of a shallow-draft, twin screw gun-
boat ; one of an up-to-date stern-wheeler ; and a composite
photo of the Yarrow-Napier torpedo boats. There is a
photo showing examples of the well-known \arruw boiler
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
421
now adopted in war vessels of all kinds — from the 60 ft.
torpedo to the super-Dreadnought. Effectively arranged
on one of the walls are a series of transparencies showing
the evolution of the torpedo boat destroyer from the steam
launch of 1S6S to the up-to-date destroyer of igio. The
pictures indicate Hie prominent part taken by Messrs.
Yarrow in that class of work during the last 40 years at
least. Among the many models there is one of the
Hornet above noticed ; one of a sea-going destroyer ; appar-
atus for ascertaining the depth of water by means of the
inclination of the vessel, and a model of stern- wheeler
Mosquito, built for British Government, one of the first
vessels to sail up the Zambesi, thus establishing British
right to navigate that river. One of the most interesting
items on the- stand is a model of Messrs. Yarrow's works
at Scotstoun, to which the firm removed in 1908, for the
purpose of better economic and industrial conditions, and
better facilities for the trial of high-speed vessels. All
the Brazilian destroj^ers were built here, and the company
at present have five large destroyers on hand for the
British Admiralty. All the vessels represented by photo
or model were constructed and engined entirely by Messrs.
Yarrow.
(To be continued.)
REVIE-WS.
Kelly's Customs Tariffs of the World, 1911. London.
Kelly's Directories, Ltd.
The present edition of this book, though printed in very
small type, extends to over 1000 pages, and in the course
of six years, owing to the frequency with which tariffs
are remodelled and extended, over 250 pages have been
added. There is no other book published which gives such
full information on the subject as this directory, and its
compilation reflects much credit upon the publishers. The
book is intended to meet a real and distinct need of the
commercial and industrial world, both at home and abroad,
as it enables a merchant to tell the duty, if any, levied in
any country on any exported or imported article. In many
cases two tariffs are given side by side, the general tariff
and the "conventional" tariff. The general tariff applies
in the cases where reciprocal advantages under the most
favoured nation treatment do not exist between two
countries. The directory contains the latest information
available, and includes the new Swedish and Japanese
tariffs to come into force on Dec. ist, iqri, and July, igii,
respectively. The proposed Reciprocity Tariff between
Canada and the United States of America is given in full.
BOOKS RECEIVED.
A Handbook of Testing— Materials. By C. A. M.
Smith, M.Sc. (B2ng.). Price 6s. nett. London : Con-
stable eS: Co., Ltd.
Electric Wiring Fittings, Switches and Lamps— Circuits.
By \V. Perren Maycock, M.l.E.E. 4th edition. Price
6s. nett. London : Whittaker iV- Co.
Design and Construction of Ships (Vol. II., Stability,
Resistance, Propulsion, and Oscillations of Ships). By
Prof. J. H. Biles, LL.D., D.Sc. Price 25s. net. London :
Charles Griffin & Co., Ltd.
Engine Room Practice. By John G. Liversidge, Eng.-
Comm. R.X. 7th edition. Price 6s. net. London :
Charles Griffin & Co., Ltd.
Messrs. Wailes, Dove & Co., Ltd., have just issued a
catalogue of their " Bitumastic " preparations. The firm
is exhibiting at the Glasgow Exhibition.
The " Sheng Ta." — A Cochran (Annan) donkey boiler
with patent seamless furnace has been suppUed and fitted
on this vessel, which was launched from the yard of Messrs.
Napier & Miller, Ltd., Old Kilpatrick, on April 28th.
The Willett Bruce Automatic Whistle Control. —
After twelve months' experience of the Willett Bruce Auto-
matic whistle control, we understand that the managers of
the Bibby Line have given instructions for the whole of their
fleet to be fitted with this system, including the new ship
now completing at Messrs. Harland & Wolff's works.
OBITUARY.
John Preston.
THE announcement of the death ol John Preston, super-
intendent engineer of the General Steara Navigation Co.,
Ltd., on May I2th, was received with deep regret and
painful surprise by his many friends and acquaintances. He
was occupied by his duties in the beginning of the week and
after a few days illness he succumbed under pneumonia. The
funeral was attended by a large number of friends, of repre-
sentatives, aii,d the workmen from the works at Deptford, all
evidencing the esteem in which Mr. Preston was held. The
Rev. Geo. Elder, St. Mark's Presbyterian Church, conducted
a short service and referred to the kindly nature of the
member they had lost, and to the general respect accorded
to him. Born in Perthshire in 1857. on the termination of
his school davs .it Perth he went to .Aberdeen, where he
^^r '^ '^^^P
m ^
^^^^^^^^^K, ^# «a^^^^H«'-
^^^P
IHB^^Ii'
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The late John Preston.
served his apprenticeship with Messrs. Hall, Russell & Co.
He afterwards went to sea and then obtained an appointment
at Singapore as assistant manager. He subsequently was
employed at the Caledonian Railway Works, St. RoUox. His
next appointment was as manager to Messrs. Scott & Co.,
Kirkcaldy, the builders of several vessels for the General
Steam Navigation Co. This connection led to his appoint-
ment as assistant to Mr. T. Wilson — whom many of our
readers may remember as the superintendent — on who.se
death some twenty-one years ago Mr. Preston was appointed to
succeed. A member of the Institute of Naval Architects,
of the Institute of Metals, Mr. Preston was also a member of
Council of the Institute of Marine Engineers, having been
elected to office in 1910. We join with their many friends
and acquaintances in expressing our regrets and in offering
our sympathetic condolences to the w-idow, her sons and
daughters.
422
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, igii.
Captain Arthur Wellesley Bremner.
The death took place on May ist of Cajitain Arthur Wel-
lesley Bremner, who for over 23 years held the position of
superintendent of the training ship Indefatigable, stationed
in the Mersov. About three months previously Captain
Bremner suffered a paralytic seizure, from which he partly
recovered. The captain was born in Liverpool in 1844, and
at the age of 14 years was apprenticed to Messrs. Jones
Palmer & Co. Later he joined the service of Lamport and
Holt, and later to see service with the West India and Pacific
Steamship Co. in 1870. After eleven years he joined the
Guion Line. In 1884, while in command of the Nevada,
fire broke out in the cargo of cotton when 475 miles from
Queenstown. After a desperate struggle, during which
Captain Bremner was thrice rendered unconscious, he finally
brought his vessel into Liverpool. For this act he received
medals, and votes of thanks from Lloyds and other societies.
He was instrumental in securing the training brig Jas. J.
Bibby ior giving the boys, which now number 240, sea experi-
ence. This vessel was built in 1901. Captain Bremner
was in his 67th year and leaves a widow.
Industrial and Trade Notes.
Institution of N.wal Architects. — The programme of
the proceedings at the International Congress of Naval
Architecture and Marine Engineering, to open on July ,3rd,
was given in our May issue.
Messrs. Muir, Tilston & Co., of Glasgow, consulting
engineers and marine surveyors, have opened an office in
Buenos Aires, which will be under the conduct of Mr. Tilston.
Theii services will be available in South America after the
20th May.
An Electrical Exhibition incorporating engineering
and machinery is to be held at Olympia, London, September
23rd to October 21st, 191 1. It is promoted by the National
Electrical Manufacturers' Association, and the President
will be Sir W. H. Preece. K.C.B., F.R.S.
The " C.M.P. Gateshead " Steam Whistle Control
AND Drain Valve. — Some important orders have been placed
with the " Combination " Metallic Packing Co., Ltd., Gates-
head, for their " C.M.P. Gateshead " Steam Whistle Control
and Drain Valves, complete with newly designed steam
whistles and syrens. These " C.M.P." Drain Valves are now
a recognised fitting, and some hundreds of valves are already
in use. We understand that this firm has one single order
in hand for fitting out a fleet of no less than twelve vessels.
Merchant Seamen's Orphanage, —The sixteenth annua!
excursion in aid of the funds of this Institution is to take
place on Thursday, June 15th. The general steam Naviga-
tion Co.'s steamer Ea^le has been granted for the occasion,
and those who can spare the day to have a blow beyond the
confines of the river Thames will have an opportunity of
enjoying themselves and aiding in a good and worthy cause
by taking tickets. The price for the outing is los. each for
ladies or gentlerpen, including luncheon on board and rail
from Tilbury to London in the evening for the return journey.
Shipping in Japan. — Referring to the report of shipping
recently issued by the Director of the Mercantile Marine
Bureau, and referred to in our May issue, an English trans-
lation of the report for the year 1 909-1910 states that there
were 2,366 steamers of 1.198,194 tons gross, 5,93" sailing
vessels of 404,089 tons gross, and 22,734 junks of 3,013,494
koku capacity, showing an increase over the preceding year
of 62 steamers of 37.754 tons, and of 558 sailing vessels of
19,608 tons, and of 1,027 junks of 196,264 koku. Of the
registered vessels the increase, owing to new construction or
other causes during the year, was 86 steamers of 66,995 tons,
506 sailing vessels of 31,204 tons and 632 junks of 202,724
koku. On the other hand, the number of vessels lost by sea
disasters and other causes was 51 steamers of 29,777 tons ;
192 sailing vessels of 16,240 tons, and 87 junks of 41 ,103 koku.
.\t the end of the year 239 shipbuilding yards were in exis-
tence, not counting junk builders, the number of vessels
turned out being 58 steamers of 63,475 tons, and 205 sailing
vessels of 15,616 tons. The number of ships and other craft
entering and leaving the ports where harbour regulations of
the open ports are in force, namely, Yokohama, Kobe,
Nagasaki and Moji totalled 51,174, aggregating 80,696,175
tons. This was a decrease of 2,128 vessels, aggregating
1,471,281 tons, as compared with the previous year.
THE CLYDE AND SCOTLAND.
(From our Own Correspondent.)
Launches, Recent and Prospective. — The month of May,
like .'\pril, has added very considerably to the output of ton-
nage from Clyde shipyards, the contributary items in a num-
ber of cases being most notable productions. The April
returns brought the year's output, so far, up to 84 vessels
aggregating 163,540 tons, contributary items being the twin-
screw steamer Shropshire of 11,000 tons, by Messrs. John
Brown & Co., Ltd., Clydebank; H.M. second-class cruiser
Yarmouth of 5250 tons by the London & Glasgow Ship-
building and Engineering Co., Govan ; the torpedo boat
destroyer Fury of 780 tons, having turbines of 13.500 i.h.p. ,
by Messrs. A. & J. Inglis, Pointhouse ; and the many-decked,
twin-screw Canadian river steamer Saguenay of 3000 tons
by the Fairfield Co., Govan. May's contributions had an
exceptional lead off with the battleship Conqueror, launched
on May ist from the Dalmuir works of Messrs. Wm. Beard-
more & Co., Ltd., which swelled the aggregate by no less than
22,500 tons. Another contributory item of importance was
the 10,000-ton anchor, liner Cameronia, sent off the stocks
of Messrs. D. & W. Henderson & Co., Meadowside, on May
27th. This vessel is the fourth " C " class Anchor Liner to be
added to the fleet, the others being the Caledonia, Columbia,
and California, all built at Meadowside. The Fairfield Co.
have at present in a well advanced state and will shortly
launch the Union Castle Co.'s Uner Gloucester Castle of 8000
tons, a sister ship being also well advanced in the shipyard of
Messrs. Barclay, Curie & Co., Ltd,, Whiteinch.
Messrs. Wm. Beardmore & Co., Ltd. — The Conqueror
was launched on May ist, as referred to in another column
and the cruiser Falmouth had been ready for her steam trials
for some time — three months in advance of her contract
ciate — and now they are waiting instructions from the
Admiralty to proceed further with that vessel. The keel
of H.M. cruiser Dublin is now laid in the Beardmore yard,
and other berths are being occupied with steamers for mer-
chant service.
New Contracts. — Messrs. Alex. Stephen & Sons, Ltd., of
Lmthouse, have received an order from the British India
Steam Navigation Co. for a steamer of 4000 tons gross, a
duplicate of the Abhona (built by the same firm) which was
lost in the Bay of Biscay last year while on the trip out to
make her maiden voyage in the Eastern trade. Several
steamers have been launched and completed on the Clyde
for the British India Co. during the past few months.
The Greenock & Grangemouth Dockyard Co., Cireenock,
have contracted with Messrs. J. Hardie & Co., Glasgow, to
build a steamer of 7200 tons carrying capacity similar to the
same owners' steamer Caldergrove. Engines and boilers will
be fitted by a Greenock engineering firm.
Messrs. D. J. Dunlop & Co., Port Glasgow, whose shipyard
does not give evidence of any great activity, are proceeding
to lay down an oil-carrying steamer of moderate dimensions,
165 ft, length of keel, to the order of the Anglo-.^merican
Oil Co. The machinery will also be supphed by the builders.
Messrs. Wm. Simons & Co., Ltd., Renfrew, on May i6th
launched a twin-screw hopper suction dredger of 2000 tons
carrying capacity, named the Labrus, a detailed description
of which will be found in the "Launches" section of this
issue. She is the nineteenth dredger which Messrs. Simons
and Co. have built for work at Durban. A recent order con-
sists of three large dredgers of the sand-pump suction type
for the Government of Burmah. These are to be capable of
dredging to a depth of 40 ft., and are to be fitted with a
rotary cutter for breaking up the heavy soil and preparing
it for reception liv the suction nozzles.
Messrs. Lobnitz & Co., Ltd., Renfrew, in addition to a
large number of craft of le.sser capacity, are proceeding to lay
down the powerful bucket dredger recently ordered from them
l)y the Clyde Navigation Trustees, as also the first two of the
four hopper barges, each of 1200 tons capacity, for carrying
away the dredged material from this and the other pow^erful
dredgers presently in the thick of widening and deepening
the river in the neighbourhood of Clydebank and Dalmuir.
Messrs. Fleming & Ferguson, Paisley, have received an
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
423
order from the Tyne Improvement Commissioners for a bucket
dredger to be employed in the deepening and improvement of
the river Tyne. Tlie firm have also received an order for a
dredger fertile Bombay Port Trust, and an order for engines
and machinery for a dredger to be built abroad. The Paisley
firm is now proceeding with the construction of two large
bucket-ladder dredgers, designed to dredge from a depth of
45 ft., for the Port of London .-Vuthority, and a third dredger
for the same concern is undergoing completion at their works.
Messrs. William Denny & Brothers, Leven Shipyard,
Dumbarton, have received an order for a turbine steamer for
service between Stranraer and Larne, the machinery for
which will be supplied by the associated engineering firm of
Messrs. Dennv & Co., Dumbarton,
Messrs. The Greenock and Grangemouth Dockyard Co.
have obtained an order for an oil-carrying steamer for London
owners, the machinery for which will be supplied by Messrs.
Rankin & Blackmorc, Greenock,
Messrs. George Brown & Co., Garvel Park Shipyard,
Greenock, has received from Mr. E. Radonicich, Glasgow, an
order for a twin-screw steamer, to carry about looo tons
on light draught, intended for trading in South American
waters.
Advance in Wages. — The supply of labour in the iron-
working sections of shipyards and boiler shops, almost ever
since the resumption of work following upon the lock-out has
been inadequate to the demand, and a reflex of this is seen in
the arrangement which has been come to between workmen and
employers for an advance in wages. As the result of a con-
ference held in Glasgow on May 17 between representatives
of the North-Western Engineering Trades Employers'
Association and the Boilermakers and Iron and Steel Ship-
builders Society, the following advance was conceded and has
been accepted by members of the Boilermakers Society : —
One shilling per week or Jd. per hour where payment is made
by hour on time rates, and 2+ per cent, on piece rates ; the
advance to take place on May 31st, June ist and June 2nd as
the pays commence. The enhanced rates are to remain
undisturbed for a period of six months, and any subsequent
alterations are to be subject to the usual one month's notice
on either side. It was further agreed that future general
fluctuations should be of the above amounts. The advance
affects 5000 on the Clyde and meantime only affects that
district.
New Harbour Facilities at Aberdeen. — Harbour facilities
for the repair and overhaul of ships as well as for fitting-out
new vessels, consisting of the 100-ton shears just completed, <
and the floating dock to accommodate ships 300 ft. in length, 1
which is very shortly to be towed from Barrow-in-Furness, I
where it has been constructed, have recently been in hand at ,
the Port of .Aberdeen, The shears, designed and constructed by
Messrs. Day. Summers & Co., Ltd.. Southampton, have been
erected and tested within five months of the date of order.
They are fitted alongside an older and less powerful set by
the same makers which, in 1874, were erected and tested to
80 tons. A feature of the new shears is that they are electri-
cally driven, the motors having been supplied by Messrs.
J. H. Holmes & Co.. of Newcastle-on-Tyne. The front legs
are 1 30 ft. long and the back leg 1 70 ft. long ; and there are
two hoisting winches, one being capable of raising weights
up to 100 tons to a height of 80 ft,, and the other weights up
to 30 tons, with a verv quick lifting speed to a height of 30 ft.
The traversing gear for working the legs is driven by an in-
dependent motor of loob.h.p. fitted with a reversing controller
and solenoid brake, the latter automatically stopping and
holding the motor directly the current is cut off. The screw
for altering the angle of the legs is 60 ft. 6 in. long by 9^ in.
diameter, Mess-s. Firth tS: Sons, Sheffield, having supplied
the rough forging from which it was machined. The floating
dock is designed to lift ships ranging in len-gth up to 350 ft., in
breadth to 66 ft., and in displacement to 5250 tons : but it
is so arranged that a number of steam trawlers may be
docked simultaneously. It consists of two parallel side walls
and a deep double bottom made up of interchangeable pon-
toons six of which are attached to the side walls. The
overall length of dock is 310 ft., and overall breadth 90 ft.,
while the clear breadth between rubbing timbers is 66 ft. 6 in.
The overall height of side walls and pontoons is 45 ft, 9 in,,
the depth of pontoon being 12 ft, 6 in., while the length of
each pontoon is 50 ft. The pumping machinery consists of an
installation of horizontal centrifugal pumps driven by vertical
electrical motors, while an electric travelling crane of 5 tons
capacity traverses the whole length of the side wall. Cur-
rent for working the various motors and for lighting the dock
will be supplied through a cable from electric mains on shore.
The dock itself will be moored to the shore by cables and by
three lattice booms hinged at one end and to dolphin posts
on shore.
THE TEES AND HARTLEPOOLS.
(From our Own Correspondent.)
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard. —
This eminent firm keeps fairly liusy, having an amount of work
on hand sutficient to keep them busily employed throughout
the \-ear.
Messrs. W. Harkess & Co., Ltd., are very busy, all berths
being occupied, and with repair work on hand they will be
kept fully employed for some months to come.
Messrs. Craggs & Co.'s yard, which was recently put up for
auction, has been sold. It will be dismantled for the building of
warehouses, wliich will mark the entire disappearance of a
once most prosperous firm.
Messrs. Smith's Dry Dock Co., South Bank, are very busy,
they now make the engnies as well as the boilers for the
various steamers they build ; they are also busy in the
repair and dry dock department.
Messrs. Richardsons, Westgarth & Co., Ltd., keep fairly
busy. They are reported to liave secured a contract for
foreign account which, with the work booked and on hand,
must keep them busy well into next year.
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. are reported to have
secured a contract to build a medium-sized cargo steamer
which will help them into next year, being fairly well booked
up.
Messrs. Craig, Taylor & Co. keep busy with work on hand,
but nothing new is reported during the month.
Messrs. R. Ropner & Sons are now fairly busy having a
fair amount of work on hand, but are not so well booked
up as they might tje,
Messrs. Blair & Co. are very busy, they are reported to have
fifty-three contracts for engines and boilers which, it is said,
they expect to deliver in thirteen months, overtime being
worked in every department ; this, I think, will constitute a
record for this firm, and will at any rate be a splendid per-
formance,
Whitby.
Messrs. The Rowland & Marwood S.S. Co., Ltd., re-
cently sold the S.S. Wennington Hall, of 2947 gross tons to
Messrs. G. A. Shaw & Co.. Newcastle-on-Tyne, which is
reported as resold to foreigners.
During the month a notable piece of work has been com-
pleted, being the transporter bridge at Middlesbrough over
the Tees with a span of 570 ft. and 160 ft. high from the river
to the underside of the bridge. It has been constructed under
the superintendence of S. E. Burgess, Esq., the borough
engineer, by Messrs, Arrol & Co., contractors, Glasgow.
West Hartlepool.
Messrs. Furness, Withy & Co. have recently bought the
German steamer s.s. Johanna Oelsner of 858 gross tons
from Messrs. Guhard & Hay, Hamburg, for about £4000.
They have recentlv sold the s.s. Anna of about 3500 tons
deadweight to foreigners.
Messrs. W. Gray & Co. are reported to have booked an
order from France and are well off for work, and with some
other firms arc marking time for a rise in prices.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Harbour
Dockyard, keep verv busy : they will shortly launch one of
the largest steamers ever built at this yard, and have also
booked orders for other two small cargo steamers for Belgian
owners. Thev are also very busy with repair work.
The Central Marine Works of Messrs. W. Gray & Co. are very
busy with work on hand and arc reported to have secured an
order for foreign account. They are exhibiting one of their
specialities, forge stampings at the Manchester Exhibition.
424
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
Hartlepool.
Messrs. Irvine's Shipbuilding and Dry Dock Co., Middleton
Yard, maintain a very busy appearance ; they are reported
to have boolted contracts for two large cargo steamers and
expect to secure an order for Messrs. Houlder Bros, for
their "transport" line. They have a very large repair job on
hand, the s.s. North Point, belonging to Messrs. Furness.
Withy & Co., which has been on fire and so severely damaged
that it is expected that at least two of her decks will have
to be renewed.
Messrs. Richardsons, Westgarth & Co., Ltd., are very busy,
overtime being worked in most departments. It is rumoured
that they have booked the contract to supply the engine
and boilers for the steamers to be built at both the Dockyard
and Middleton yards of Messrs. Irvine's Shipbuilding and
Dry Dock Co.. they are also very busy in the condensing
department of which they have a very excellent exhibit at
the Glasgow Exhibition.
THE HUMBER AND DISTRICT.
{From our Own Correspondent.)
Earle's Shipbuilding and Engineering Co., Ltd., arc very
busy with gi-ncTal repair work, on several local and outside
steamers, their patent slips have been fairly employed, on
damaged bottoms, etc. They have recently launched the
Stockport, the last of the five vessels ordered for the contin-
ental services of the Great Central Railway Co. (passenger
and cargo service). The Stockport has been built to Lloyd's
survey lOO Ai class, and to the Board of Trade latest rules,
also in accordance with the German emigration laws and
requirements. The vessel is provided with all the latest
cargo gear and appUances for quick loading and discharging.
Complete installation for steam heating, electric lighting,
liells and telephones have been supplied. The R.M.S.
Bavardo for the Wilson line, Norwegian and Hull service, will
have been launched by the time this notice appears. She
is to be fitted with powerful propelling machinery to develop
a high sea speed and will make weekly voyages to Christiania
and Hull. She is to be fitted up as a first-class steamer, and
is expected to take her station in July in the height of the
passenger season.
Messrs. Amos & Smith, Ltd., Engineers and Boilermakers,
Albert Dock Works, are fully employed working night and
day to execute the orders they are entrusted with. They
have been successful in securing further orders which will
extend to next year for boilers and machinery for Grimsby
and Hull trawler owners. The outside staff are very busy
with general overhauling, opening out boilers and machinery
for Board of Trade, Lloyd's and Corporation surveys. The
branch shop (.\lexander Dock) is fully employed in general
repair and dry dock work.
Messrs. C. D Holmes & Co., Ltd., Engineers and Boiler-
makers, are keeping busy at their works in English Street,
and will be kept employed for the next few months building
boilers and engines for trawlers and drifters for local owners
and others. They are also busy building and completing
orders for their patent large compound winches. The branch
shop (.\lexandra Dock) is receiving a fair amount of general
overhauling work and dry-dock work.
Hull Central Dry Dock and Engineering Works, Ltd.—
This firm has abundance of work and the staff have been fully
taxed on the following steamers in the firm's dry dock —
Halvdan, Tees. Liberty. Alcoves and Monica, and in the N.E.R.
Co.'s dry dock situated at .\lbert Dock Cherrybrook, Teutonic.
Pretoria. H. & B. R. Co.'s .-Mexandra Dock (dry dock) Olympic.
Dunholme. Tan field. Hilli>len. Asiatic. Antonio and Kartoum.
Several of the mentioned steamers have had heavy damage
repairs, and put through Lloyd's and British Corporation
surveys, the others the usual general overhauls.
North-East Coast Engineering Works (Hull), Ltd., are
keeping fairlv busy with overhauling, deck and the usual
engine-room repairs on the following steamers — Saga. Bard,
Gustaf. Adolph, Aurora. Margaretha, the towing barge Clara.
steam towboats Winchester and Southern Cross, and the
Foxlev. The Goosebridge and the two latter vessels
undergoing heavy repairs. The Kyleness is undergoing
extensive repairs, and is also to be dry-docked for scraping,
cleaning, painting, sighting bottom, and refitting new pro-
peller. The company's new boiler shop is nearly completed
and is fitted up with the latest type of machinery. They
are now in the position to execute heavy repairs on hulls of
steamers, etc. Several orders have been booked in advance
for overhauling and dry-docking steamers coming to the port.
Messrs. Cooper & Co., Ltd., Engineers and Boilermakers,
Neptune Engine Works, are working at high pressure, having
a number of steamers going through their annual survey for
Lloyd's and Board of Trade, and in some cases of extensive
repairs to hulls, etc. The moulding shop is very busy with
home and foreign orders for propellers, etc. The branch
(.\lexandra Dock) shop is fairly busy with steamers opening
out for surveys and dry docking of steamers. The Union
Dry Dock, belonging to this company, is fully employed with
coasting steamers and tug boats, and doing extensive
hull repairs, etc.. on several of them.
Messrs. Woodall & Co., Engineers and Boilermakers, have
had a fair amount of work on several coasting steamers in
the shape of engine and deck repairs, and also in erecting two ■
hydraulic cranes on the old harbour side for Messrs. John
Good & Sons. Orders have been obtained from the Govern-
ment for forgings, from the London County Council for the
firm's patent Handibloc, and from a London firm of shipowners
Handiblocs for two new steamers building. Several mem-
bers of the outside staff have been employed in the Hull
Corporation power tram station overhauling the machinery.
Fish-Dock or St. Andrew's Dock. — The repairing shops
around this dock are very busy at present overhauling steam
trawlers and putting same through survey for Lloyd's.
Messrs. Cochrane & Sons, Shipbuilders, Selby, are very
busy building and fitting out trawlers and drifters, and have
been successful in securing further orders for local and other
owners.
Messrs. Cook, Welton & Gemmell, Shipbuilders, Beverley,
are very busy on new work, trawlers, etc., the carpenters,
department working overtime to assist in delivery of vessels.
Further orders have been secured from Grimsby and Hull
owmers.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
(From our Own CottespoiidenI )
THE White Star Co.'s Olympic is due at Southampton
on the 3rd of this month, and arrangements ar-^ now
well advanced toward giving the vessel a reception
worthy the occasion. All efforts are now being centred on
the berth in the new wet dock, and the work on the berth
and sheds is in an advanced state. The vessel is to be
thrown open for public insnection on the loth, when a recorri
demand for tickets is anticipated. She is due to sail on her
maiden voyage on the 14th of the month.
Messrs. J. I. Thornycroft & Co., Ltd., Woolston Works,
Southampton. — H.M.S. Minstrel was delivered into H.M.
Service on the i.^th of last month, and H.M.S. Acheron wa^s
successfully launched on the 27th of the month. H.M.S.
Ariel.— hzf.t month the work of testing the water-tight
compartments was completed. Stern wheel passenger
steamer for Persian Gulf.— This vessel has carried out success-
ful official trials, a speed of about a knot more than was
required by contract being maintained. She will be shipped
i-arly this' month, .\rmoured Patrol Boats.— The first of
these boats made a preliminary run early last month, when
the contract speed was exceeded by about a knot. Two of
the boats were shipped towards the end of the month. The
Repairs Department have had a busy month, and the usual
number of small jobs were going through the shops.
Messrs. J. Samuel White & Co., Ltd., East Cowes, I. of W.—
H.M.S. Ferret, torpedo-boat destroyer of the 1910-n naval
programme, recently launched, received her boilers and
turbine machinery last month, and is now fitting out. H.M.S.
Forester, sister-ship to the Ferret, will be put into the water
at an early date. Two Revenue Steamers for a Foreign
Government are being constructed by the firm, and are making
good progress. The Boatbuilding Department is fully occu-
pied with home and foreign work.
Messrs. Simpson, Strickland & Co., Dartmouth. S. Devon.—
This firm are well employed on new and repair work, also
with fitting-out work for the season. Two fine mahogany
steam launches have recently been despatched to Clydebank
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
425-
for the new s.y. Jeanette. A 50-ft. steam pinnace for the
Admiralty was recently delivered to H.M. Dockyard, Devon-
port, and another similar boat is nuaring completion. Other
work tor the Admiralty includes a 30 tt. steam cutter for one
of the Royal Yachts, and 35 ft. and 2S ft. motor launches.
Three 35 ft. steam cutters for the Admiralty have recently
been delivered to various vessels. New work in hand includes
a steam launch for Mr. Wm. Garfit's s.y. Mavis, and five
boats for a yacht building at Leith for H.S.H. The Archduke
Charles Stephen of .Austria. \ 23 ft. steel launch for South
.\merica is in hand, and will be fitted with the firm's
petrol motor. The s.y. Kathleen has had a large amount
of cabin alterations carried out during last month. A very
fine 25 ft. yacht's launch for H.M. the Prince of Monaco
has just been despatched. This boat is fitted with closed-in
triple engines and an oil-fired boiler. Several sets of machinery
and boilers have recently been delivered, among others in
hand being complete machinerv for four twin-screw vessels.
Messrs. Day, Summers & Co., Ltd., Xortham Iron Works,
Southampton. — Last month this firm shipped a set of sheer
legs and screw to lift weights of 25 tons to South America.
These have been constructed to the order of Messrs. C. H.
Walker & Co. The new paddle-steamer to the order of the
South of England and Isle of Wight Steam Packet Co., to
be named the Princess Mary, is rapidly approaching com-
pletion. The s.y. Capercailzie has had the old boiler lifted
out. and the new boiler constructed by the firm will shortly
be fitted. The s.y. Medtisa (640 tons), Mr. .Alfred Farquhar,
has returned from the Mediterranean and is being painted.
The s.y. Lady Evelyn has had her steam engines refitted,
and carried out a number of trial runs last month. The
s.ys. Vanduara, 450 tons, and Madrigal, 149 tons, both lelt
the yard in Commission last month, and the Getirt. 122 tons,
was going through survey preparatory- to fitting out.
THAMES.
(From our Own Correspondent.)
The Port of London Authority. — This body having settled
down to its work has taken in hand the dredging of the Thames
channel as recommended by the Roval Commission in 1902.
This was for a cliannel 30 ft. deep from the sea to the Royal
.A,lbert Dock and 1000 ft. wide from the Nore to Crayford-
ness and 600 ft. from Crayfordness to the Albert Dock.
The .\utliority considers that so much of the trade is done
vip to London Bridge that it is imperative that the improve-
ment of this channel shall also be undertaken. The further
work to be taken in hand is a channel 20 ft. deep and
600 ft. wide from .\lbert to Greenland Dock and 16 ft. deep
and 500 ft. wide from the Greenland Dock to the Thames
Tunnel, 14 it. deep and 500 ft. wide from the Thames
Tunnel to the Tower Bridge and 14 ft. deep and 450 ft. wide
from the Tower to London Bridge. That this scheme is
most ambitious will be readily seen, and a great improvement
to the port. From Tilbury downwards the channel has
already been completed with the exception of that through
Yantlet Shoals, where the depth is only 27 ft., and upon
which the suction dredger Lord Dcsborough is now engaged.
From Tilbury to the .\lbert Dock a good deal remains to be
accomplished, certain parts being only 16 ft. to 18 ft. at low
water in the Barking reach. The dredging fleet when com-
plete will consist of five large suction dredgers, six bucket
ladder dredgers and twenty-one hopper barges for conveyance
of the material dredged to the sea. The total cost of this
plant win be ;£650,ooo. of which ^^430,000 is for plant now
being constructed by the .\uthority.
Shipping Companies. — The P. & O. Co. has declared a
dividend of 5 per cent, on the preference stock and an interim
dividend of 7 per cent, on the deferred stock for the half-year
ending March 31, the same rate as a year ago. The Royal
Mail Co. has recommended a dividend for the year ending
Dec. 31 last at the rate of 2V per cent., making with the in-
terim dividend 5 per cent, on the preference stock and a
dividend of 4 per cent, on the ordinary stock as compared
with 3 per cent, for 1909. The Shaw, Savill & Albion Co.,
Ltd., has a dividend of 5 per cent, on the A and B stock,
leaving a balance of ^£8,686 to carry forward. The new
vessels Rangatira and Pakita were added in 1910. and a new
boat, the Waimana, is ordered. The Royal Mail Co. are
building at Messrs. Harland & Wolff's three new twin-screw
boats each over to.ogo gross register, to be named Descado,
Demerarn and Desna. These will be employed on the
Corapinv's intirmrdiate South .-Xmerican service.
Shipping Legislation. — Nearly forty firms have wailed on
the President of the Board of Trade with their views as to
Colonial Merchant Shipping regulations. The interview was
in anticipation of the Imperial Conference shortly to be held
here. The views expressed were as to the necessity of
Imperial legislation for oversea shipping. The President's
answer was so far satisfactory as to his endeavour at the
forthcoming conference.
The St. Paul's Bridge. — This matter has come before the
Hou.se of Commons Committee. This bridge will be of five
spans and 80 ft. wide. Southwark Bridge, which has a
gradient of i in 18, will be altered so as to give i in 327.
The cost of the scheme in its entirety will be about 2] millions.
The bill was ordered to be reported.
British and Foreign Sailors. — The Lord Mavor presided
over the q3rd annual mcrting of this society, and it was said
particular attention had been given to visitation at the docks.
It was satisfactory to note the Nautical School flourishes, and
out of !;44 masters and mates who passed in London last year
no fewer than 243 were students at King Edward VII. Nautical
School. The income for the year was ^34,584.
MERSEY AND MANCHESTER SHIP
CANAL,
(From our Own Correspondent.)
AS the various Admiralty contracts progress, more em-
ployment is being found in the Mersey district, more
labour being needed as the construction proceeds.
Work is also progressing at the new Gladstone Docks, huge
excavations have already been made, and when completed
the dock area will e-xtend further seaward, thus increasing
the enormous dock front.
Messrs. Cammell, Laird & Co. — Following the recent in-
crease nf important contracts secured by this firm various
important changes have followed in the organization of the
firm. Under the new chairmanship of Mr. Wm. Lionel Kitchen
various energetic steps are being taken to cope with the
increasing activities of the company. Mr. S. W. P. Laird
has been appointed secretary to the works, while Mr. Roy
Laird will act as manager of the repair department, whose
headquarters will be at a suite of offices in the new Royal
Liver Building, thus bringing this department in touch with
shipowners. These new premises will be the firm's head-
quarters in Liverpool. LInder the general manager, Mr.
E. H. Mitchell, Mr. Henry C. Marshall will take up duty early
in July as assistant manager of the Admiralty work. Mr.
Marshall has been for many years with the Palmers Co.. of
Newcastle-on-Tyne, and latterly acted as assistant manager
and was associated with the building of H.M.S. Hercules.
Much interest was evinced in tlie huge turbine casings for the
.4 »rfac/oKS. recently brought from the Herculaneumdock to the
yard by the floating crane .Alias. Th? two weighed 70 tons
and were supplied by tlie Brightside Engineering Co. . ShelTield,
and were the largest ever cast in that city. The work on the
cruiser, battleship and floating dock is reaching an interesting
stage. The San Luis has completed very successful pre-
liminary trials off Skelmorlie, while the Santa Fi will also be
ready for trials early in June, while the last of these four
.\rgentine destroyers is at the launching stage. The Ad-
miralty tenders Adamant and Alecto are also ready for launch-
ing, the large stern wheeler for the Madeira Mabore Railway
Co. for Amazon service has been partly dismantled, her sides
built up and is being towed to Madeira, where she will be taken
over by a Booth liner. The steamer for the Nourse Company
is also ready for launch. .\n order for a tug boat has been
placed by the port of London .Authority for the Thames,
while a steamer about 300 ft. long is to be built for the London
and North-Western Railway Co. for the Irish service, to
be fitted, it is understood, with turbines and water-tube
boilers. Several ships have been in for repairs.
Messrs. H. & C. Grayson have been very busy with work
on steamers for the summer trade and in this connection the
Lancashire & Yorkshire Railway Co.'s steamer Duchess of
York. Cornwall and Lancaster has just been reboilered-,
besides other repairs. The Great Western Railway Co.'s
steamer Great Western has been in for general repairs. The
426
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
Pacific Steam Navigation Co.'s tender is now ready for
landing at Garston,
Messrs. Abdela & Mitchell. - Work lias been fairly brisk
at the river Dec works, (Jueensferry. A twin-screw passenger
steamer of 650 tons is about to belauncheil. Two large tugs
tor South America are well advanced. Six steel lighters of
300 tons capacity are on order, while a steel launch has just
been shipped to the west coast of Africa. Negotiations
are pending for acquiring more land to the north of the
present works, while more machinery has recently been laid
down for engine Iniildnig. This firm also have works at
Gloucester.
Imperial Merchant Service Guild. - (';iptain .Andrew
Tugenna Mutton has recently retired , having acted as treasurer
lor many years. He left the firni of R. Singlehurst, and after
further sea service extending over forty years, he joined the
staff in i8g8, having ably supported Captain Moore in starting
the guild. The funds being ;^i,ooo as the beginning, they
are now ;^32,ooo.
Diesel Engine for Liverpool Steamer. — Messrs. Job Brothers
of Liverpool, have recently ordered a steamer of 180 ft. and
600 tons deadweight capacity from Vuyk & Zonen, Rotterdam.
Deisel engines of 1 50 b.h.p. are to be fitted by Messrs. Thorny-
croft. These owners' vessels have taken between 40 and 50
days from Newfoundland to the Brazil, due to calms, etc.,
and it is expected that this new vessel will do the passage in
ten davs at 7 knots. The vessel will be three-mast schooner
rig and will be iii commission in September.
Manchester Ship Canal. — Captain Edwards has retired
from the post of sailing superintendent of the company at
Leuke's liock after a service of 57 years. The steamer
Aiissh>t:oi; Friedrich Franz IV. left Pernan for Manchester
to inaugurate the new service on May 4tli.
The Shaw, Savill & Albion Co. — The death has recently
occurred at the age of 70 of Mr. Wm. Savill, a partner in the
.Tbove firm, also of his lirother Mr. Ebenezer Savill.
BELFAST.
(From our Own Correspondent.)
Labour Troubles. — .A few weeks since the holders-up in
the Belfast vards went out on strike as the result of the
riveters' refusal to grant them an increase in the present rate
of wages. For many years past the holders-up rate of pay
has been gd. to every is. paid to the riveters, and they now
demand loid., an advance which the latter emphatically
decline to concede. Work has. naturally, been somewhat
dislocated, but a fair number of squads have been made up
with riveters and apprentices, and at the time of writing a
good number of the strikers have come in a,gain on the old
terms. It is expected that a few days will see the matter
settled ; meanwhile it is most unreasonable that employers
should have to suffer from the result of internal troubles in a
trades union society. In cases of disputes (over which the
masters have no control! between two branches of the one
society, the Executive should insist upon the men remaining
at their work pending a settlement. But trades union officials
seem now to have little control over the members of their
societies.
Messrs. Harland & Wolff. — The finishing touches are being
put to the Olympic, and by the time these notes are published
she will have sailed from Belfast. The launch of her sister
ship, the Titanic, will have also taken place on the 31st of
May. On 2!;th .April there was launched from the north end
of the Queen's Island the twin-sere w passenger tender. Vomrtrffc,
and on the 27th the twin-screw baggage tender Traffic. These
vessels have been specially designed for the White Star
service at Cherbourg. Both vessels have already been
steamed in .\bercorn Basin, and their completion is being
pushed forward rapidly, with a view to having them ready
for attendance on the Olympic when she goes down the Lough.
Messrs. Harland & Wold have just had completed for them,
by the contractors, Messrs. Sir William Arrol & Co., the
building of a huge new erecting shop. It is said to be the
largest of its kind in the world, the dimensions being —
length 750 ft,, breadth about 80 ft. between columns, and
height 78 ft. The top longitudinal girders will carry two
travelling cranes, each having a lifting capacity of 80 tons,
while on the lower girders there is a lighter crane to lift 20 tons.
Messrs. Workman, Clark & Co. —On 17th May Messrs.
Workman. Clark cV Co. added to the number of fruit steamers
built by them, and for the construction of which they have
become noted. La Senora is the name of the latest addition,
and a description will be found under the launch section of
this journal. Messrs. Alfred Holt & Co.'s recently inaugu-
rated passenger service between Glasgow, Fishguard and
Australia has proved so great a success that they have decided
to build two new steamers of over 10.000 each, and have
placed the contract for the construction of these vessels with
Messrs. Workman, Clark & Co. It is stated that they will be
similar to the three steamers — Aeneas, Ascanius and Anchises
— built by the same firm for this particular service. In addi-
tion to these vessels, Messrs. Workman, Clark & Co. have at
present in hand for Messrs. .Alfred Holt & Co. two smaller
vessels of 6700 tons each.
FOREIGN NOTES.
The .Vew Steamer " Paul Lecat " of the Messageries
Maritimes de France. — This up-to-date and luxurious steamer
has been built in the Messageries Maritimes' own shipbuilding
yard. The vessel excels in size and speed all steamers which have
been built in the Company's yard and has been specially
constructed for the mail service to India, China and Japan.
The length of the Paul Lecat is 528 ft. with a measurement
of 12,500 gross tons. Her two engines are of the quadruple
expansion tvpe and develop 11,000 h,p. from 12 cylindrical
boilers, giving a speed of over 15 knots ; at the trials a speed
of 17-5 knots was obtained. Accommodation is provided for
452 first, s. end and third class passengers, and the cabins and
general rooms in all classes are fitted up comfortably as regards
lighting, hot and cold washing and baths, furniture, accom-
modation, etc. A wireless telegraph station is also installed.
Motor River Barges. ~X motor barge is now carrying
out voyages between Paris and Havre. Its dimensions are —
length 38-50 metres, width 5-14 metres, draught i-8o metres,
with a cargo of 2 10 tons. It is manned bv only three persons.
The oil fuel is contained in two tanks of 2200 litres each,
one of 400 htres and a small receptacle of 50 litres of benzine
for starting the engine. We are glad to note that the motor
IS of EngUsh make, being from the Griffin Engineering Co.
in Bath, and that it works to the full satisfaction of the
owners. Various trials were carried out with very successful
results. It is expected that several barges will be supplied
with oil-motors and also with gas engines and gas producers,
for the supply of which English makers are well able to com-
pete, as shown in this instance.
A PowerfulTug Boat, th<-i?o/aH4,built in the yard of Messrs.
Seebcck in Geestemunde, near Bremen, for the United Tug and
Freight Steamship Company, is the most powerful tug boat
in Hamburg, or perhaps in all Germany. She is equipped
with the latest requirements for towing purposes, and is also
able to cope with the most difficult salvage operations. A
pump is installed on board capable of pumping 500 tons per
hour. She is fitted for wireless telegraphy.
S.S. " Aida " FOR the Egyptian Government — This
is an exceptionally interesting steamer and it is to be much
regretted that she was not built in one of our shipyards.
The Societe des Ateliers et Chantiers de la Loire received
the order to build the vessel from the Administration of the
Ports and Lighthouses of Egypt in competition with other
French and foreign shipbuilders. The Aida will be used in
the service of the lighthouses in the Mediterranean and the
Red Sea, and her duties will consist in the transportation of
provisions, fresh water, etc. The engines are of the triple-
expansion type and develop about 1,200 h.p.,wOiich enables
the ship to travel at a speed of 1 3 knots per hour. The steam
boilers arc three in number of the cylindrical return tube type,
and the bunkers are very ample, holding coal sufficient to
steam 3,500 knots. She is lighted by electricity. Cold
storage equipment for preserving goods of perishable nature
is provided. .Ample cabin accommodation has been arranged
for seventy to eighty passengers, and the officers of the ship.
KosMOS Steamship Co. — .\ meeting of this Company took
place recently at Hamburg. In the course of the meeting
a shareholder enquired of Mr. Ballin as to the condition of
the steamers of the Company. In reply, Mr. Ballin made the
important statement that the time had now come when the
"Kosmos" would soon have to issue orders for several large
steamers.
June, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
427
The introduction of Diesel motors is making great progress
in the Caspian Sea, and at present thcro arc four such steamers
occupied in the transport of oil products. The first arrived
in iQoS. this and two others were built in the building yards
of the Volga, whereas the fourth was adapted in 1909-10 in
Baku by the steam plant being removed and Diesel motors
inserted. Their respective sizes are 4.500,4.750,4,750 and 2,000
tons, the power of the first three being supplied by twin
motors of 600 h.p. each, the fovirth having similar motors
of 400 h.p. each.
The Hamburg steamer Johanna Oclsner, a cargo vessel of
500 tons nett register, has been sold to an English shipping firm.
The English four-masted barque Dunfermline has now
been rechristened, and received the name Carl Rudgeri
Vinnen, after a member of '. er present owners, H. C. Schramm,
Bremen.
The Twelfth International Congress of Navigation
will be held in the spring of next year, at Philadelphia, under
the auspices of the Government of the United States. Par-
ticulars can be obtained of this meeting and also of the objects
of the Congress from Mr. L. Serraillier. Queen .\nne's
Chambers, Westmraster, the honorary British representative
of the International .\ssociation of Navigation Congresses.
Institution of Engineers and Shipbuilders in Scot-
land.— Mr. Robert Boyle, B.Sc, has contributed a valuable
paper to this Institution, viz., " Large power fitting-out
cranes, with special reference to electric revolving cantilever
cranes." The paper contains numerous ilkistrations.
AUTOMATIC STOKERS.
The British Niclausse Boiler Co., Ltd., of Ca,xton House,
Tothill Street, Westminster, S.W .. licensees of Messrs.
J. & A. Niclausse, of Paris, and representatives for the
British Empire of the " Niclausse " water-tube boilers,
superheaters, economisers and automatic mechanical stokers,
have sent us their catalogue No. 2, dealing with
automatic stokers. Over 150,000 h.p. of "Niclausse"
boilers have been fitted with these automatic stokers. The
special advantages of the Niclausse automatic stoker are as
follows : — It is not a chain grate, and thus there are no links
liable to be broken. The fire bars are in short lengths, any
of which can be replaced when worn out. The motion
given to the fire-bars is in accordance with the best require-
ments for complete combustion of the fuel, and the combustion
takes place at a point where the gases produce the greatest
heat. The motion can be varied to suit various classes of
fuel. The draught is regulated proportionately to the com-
bustion at different parts of the grate. The grate is entirely
independent of the rest of the boiler, and can be removed
bodily in a few minutes, leaving a large space in the boiler
for inspection, thus giving perfect access to the boiler and
to the grate. It can be adapted to and installed in any class
of boiler with the greatest facility. Low price — strong
construction — few repairs. Small upkeep expenses. Mini-
mum amount of labour, and combustion independent of skill
of firemen. Xo smoke — perfect combustion — no waste.
The Electric & Ordnance Accessories Co., Ltd., are now
being represented in Ireland for their electrical manufactures
by The Hurst Electric Manufacturing Co.. Belfast.
Coronation Exhibition. — This exhibition, recently
opened, promises to be a very good one. The Press Section
comprises exhibits by most of the well-known papers and
is very interesting.
New Port Works at Buenos Aires. — Messrs. C. H.
Walker & Co., Ltd., the well-known contractors of St. George
Street, London, S.W., some time ago placed a scheme before
the Argentine Government for proposed port extensions at
Buenos Aires. This scheme has just been accepted.
OUR VOLUME XXXIII. will be concluded with the
July issue. August, 1911, will commence the XXXIV.
annual volume of The Marine Enginee: and Naval Architect,
and affords intending subscribers a fitting opportunity to
send in their subscriptions to commence the new volume.
Subscription rates. 7/6 per annum, post-free to all parts of
the world.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES English.
Steel Screw Drifters.— On April 1st, there was launched
from the yard of Messrs. Cochrane & Sons, of Selby, three
steel screw drifters, built to the order of Lowestoft owners.
The vessels will be replete with all the latest improve-
ments for the drift fishing trade, and two of them will be
fitted with powerful triple e.\pansion engines, and the
third with compound surface condensing engines, all by
Messrs. Crabtree & Co., Ltd., of Yarmouth.
Vonolel. — On April 3rd, there was launched from the
shipyard of Messrs. Cochrane & Sons, shipbuilders, Selby,
a handsomely modelled steel screw trawler, the principal
dimensions being 130 ft. by 22 ft. 6 in. by 12 ft. gin.
moulded. The vessel has been built to the order of
Messrs. The Atlas Steam Fishing Co., Ltd., of Grimsby,
and will be fitted with powerful triple expansion engines
by Messrs. C. I). Holmes &• Co., Ltd., of Hull, and is
replete with all the latest improvements for fishing pur-
poses.
Yoro. — On April 3rd, the fruit steamer Yoro was
launched on the Tyne by Messrs. Swan, Hunter & Wigham
Richardson, Ltd. She is a finely modelled screw steamer,
270 ft. in length, built for the Emerald Steamship Co.,
Ltd., and specially arranged for fruit carrying between
Gulf of Mexico ports. Great care has been exercised in
the design of the vessel, so that the fruit may be carried
under the best conditions, and for this purpose efficient
ventilation has been fitted. The vessel is built to Lloyd's
highest class, and has accommodation for first-class pas-
sengers arranged amidships, consisting of cabines de luxe,
together with state-rooms for 30 passengers. There is a
handsome dining saloon. The Yoro carries an installa-
tion of wireless telegraphy. Powerful triple expansion
engines are to be fitted, which, with their boilers, are also
being constructed by the builders, and will drive the vessel
at a high rate of speed.
EtOlia. — On April nth, there was launched from the yard
of the Tyne Iron Shipbuilding Co., Ltd., Willington Quay-
on-Tyne, a steel screw steamer, built to the order of the
International Line Steamship Co., Ltd., of Whitby. As
showing the increasing popularity of the new system of
longitudinal framing, it is interesting to note that this
is the third vessel built on the " Isherwood " system by
these builders, who were the first to build this type of boat
on the Tyne. The vessel is built to the highest class at
Lloyd's, and is of the following dimensions, vis. : Length
overall about 360 ft., breadth extreme 50 ft., depth moulded
2s ft. 10 in. She is built under the single deck rule, with
poop, bridge, and forecastle. Has water ballast fitted
right fore and aft on the cellular system, and is also fitted
with all modern improvements for the rapid loading and
discharging of cargo, including eight double cylindered
steam winches, direct acting steam windlass, large multi
tubular donkey boiler, steam steering gear, by Messrs.
Donkin & Co., with right and left hand screw gear aft.
She is fitted with double derricks to all main cargo holds,
and has derrick posts on bridge for dealing with the cross
bunker hatch, and is in all respects an exceptionally good
example of the modern cargo steamer, as she carried about
6,400 tons deadweight on the very light draft of 215 feet.
The engines, which are to be supplied by Messrs. John
Dickinson & Sons, Ltd., of Sunderland, are of the triple
expansion type, having cylinders 24, 40 and 66 by 45 in.
stroke, with two boilers 16 ft. by 10 ft. 6 in. working at
a pressure of iSo lbs. Messrs. , Wailes, Dove & Co.'s
" Bitumastic '" Enamel was applied to the bunkers, boiler
room tank, engine room tank, and their "Bitumastic"
Covering to the boiler room tank top.
Atlantica. — On April 12th, there was launched on the
Tyne a steel screw steamer, ordered on behalf of the
Atlantica Steam Navigation Company, of Budapest, by
the Director-General, Mr. PoUacsek. The vessel is of the
following dimensions : Length over all 390 ft., length
between perpendiculars 378 ft., breadth extreme 52 ft. 3 in.,
and depth moulded 26 ft. 4 in. She is capable of carrying
about 7,200 tons deadweight on a moderate draught of
water. Triple expansion machinery will be fitted, the
cylinders being 26, 42 and 68 in. in diameter, by 48 in.
stroke, and there will be two single-ended boilers 17 ft. 6 in.
428
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
in diameter by ii ft. 6 in. long, working at i8o lbs.
pressure.
Cabrielle. — On April 12th, Messrs. Osbourne, Graham
&■ Co. launched from their yard at Hylton the steel screw
steamer Gabrielle, which is the second vessel they have
specially constructed to the order of Fernand Bouet, Esq.,
of Caen. The vessel is a single decker, 259 ft. by 35 ft.,
built to carry 2,100 tons on a very shallow draft, and is
of the self-trimming collier type. The steamer is fitted
with the most modern appliances for economical and quick
working of the cargo. She has been constructed to Lloyd's
highest class, and also complies with the requirements of
the French law. After the launch the vessel proceeded
to the works of the N.E. Marine Engineering Co., Ltd.,
of Sunderland, for her machinery, which has been designed
to drivt the vessel a speed of 10 knots loaded.
Bjrchfield. — On April 12th, this large and finely modelled
vessel was successfully launched from the North Sands
Shipbuilding Yard of Messrs. Joseph L. Thompson & Sons,
Sunderland, and is the tenth vessel launched from this
yard for the same owners, Messrs. Joseph Brown &• Son,
of Liverpool, and the second of the same name for this firm.
She is constructed on the Isherwood system of longitudinal
framing, with absolutely clear holds, and large hatchways
for the economical working of cargoes. A large quantity
of water ballast is provided in the cellular double bottom
and in the fore and after peaks. Large and powerful pro-
pelling machinery has been constructed by Messrs. John
Dickinson cS: Sons, Ltd., of Sunderland, and a complete
equipment of deck machinery and gear of the most up-to-
date de.scription will be fitted, and when completed the
vessel will be a fine example of the modern cargo steamer.
Olympia. — On April 12th, there was launched from the
yard of Messrs. Jos. T. Eltringham &- Co., South Shields,
a finely modelled steel screw tug and salvage steamer,
which has been constructed to the order of Messrs. Amaral,
Sutherland & Co., Ltd., of Cardiff and Rio Janeiro. The
vessel has an over all length of 102 ft., and is to be fitted
with compound engines and boiler of large power, also
salvage and fire appliances. She has been constructed to
I^loyd's 100 Ai class and special survey.
Boheme. — On April 13th, Messrs. Wm. Doxford & Sons,
Ltrl., launched from their yard at Pallion, Sunderland, a
single deck vessel built to the order of Austrian owners.
The dimensions are : Length 3S6 ft., breadth 50 ft.,
moulded depth 28J ft. Deadweight capacity 7,500 tons on
a moderate draft. The engines and boilers are being con-
structed by Messrs. Doxford. The Balieme has been built
tn Lloyd's classification.
^ AndalUSian.— On April 13th, Messrs. W. Harkess &
Son, Ltd., launched from their yard at Middlesbrough,
the handsome steel .screw steamer Andalusian, which has
been built to the order of Messrs. The Ellerman Lines,
Ltd., and is specially designed for fulfilling the require-
ments of their Mediterranean and wine trades. Her
principal dimensions are : 310 ft. long by 40 ft. 6 in. beam,
and 25 ft. depth moulded. She is built to a very com-
plete specification, to class 100 Ai at Lloyd's, with two
decks laid, and will carry 4,500 tons deadweight on
moderate draft. Machinerv will be fitted on board bv
Messrs, Richardsons, Westgarth & Co., Ltd., of Middles-
brough, capable of driving her a speed of 71 knots loaded.
The vessel and her machinery have been built under the
superintendence of Mr. Alexander Dalrymple, of Liver-
pool.
Lydia. — This powerful steel screw salvage tug, built by
Messrs. Hepple & Co., shipbuilders and engineers, of South
Shields, for the Buenos Ayres Great Southern Railway
Co., Ltd., for work in South America, to the designs of
James Pollock, Sons &- Co., Ltd., of London and Liverpool,
has just been completed. Her dimensions are : Length
loi ft. by 21 ft. by 12 ft. 6 in., with a mean draft of
9 ft. 6 in. The tug is fitted with triple expansion, surface
condensing engines, having cylinders 14 in., 22 in., and
36 in., with 24 in. stroke, and a marine return tube type
boiler 14 ft. diameter, working at a pressure of 180 lbs.
per square inch. The Lydia has been classed 100 Ai at
Lloyd's, and built under their special survey. Water-
tight compartments to the number of five have been
arranged. Pollock's patent stern frame has been fitted
to the vessel. The decks are all of teak, including the
flying bridge and a large teak pilot hou.se and chart room.
Accommodation on an extensive scale has been arranged
for the captain and officers on the starboard side of the
vessel, and on the port side a comfortable dining saloon
has been allowed for. The crew's accommodation is
arranged aft of the machinery space. Electric light,
powerful searchlight, steam steering gear and salvage and
fire plant, steam winch and windlass, etc., are among the
many features of this craft.
Grangemoor. — On April 26th, a steamer named Grange-
moor was launched at Sunderland. The vessel, which is
owned by Messrs. Walter Runciman & Co. (Ltd.), is in-
tended for the general cargo trade, and carries 5,500 tons.
She was named by Mrs. Sellors, niece of Sir Walter Run-
ciman. In the course of a brief speech. Sir Walter
Runciman said the new vessel did not belong to the Moor
Line. She was bought mainly for himself and family
and a few personal friends who desired to have an interest
in the " sixty-fourther." That was the reason why they
bought the vessel during construction.
San Andres On April 27th, Messrs. Wood, Skinner &
Co., Ltd., successfully launched from their shipbuilding
yard at Bill Quay, Newcastle-on-Tyne, a new steel screw
fruit steamer, which has been built by them to the order
of Mr. Otto Thoresen, of Christiania, for the Otto Thore-
sen Linie. The vessel has two complete steel decks, the
upper deck being sheathed. Ample water ballast is pro-
vided in cellular double bottom all fore and aft and in
after peak tank. The saloon, passengers' berths, etc., are
in a large steel deckhouse amidships, with captain's room
and chartroom in house above, the officers and engineers
being berthed in sidehouses on each side of engine casing
and the crew aft. The vessel will be specially fitted with
the most modern arrangements for fruit carrying, includ-
ing complete system of ventilation, as well as appliances
for facilitating the rapid loading and discharging of
cargo. The propelling machinery will be of the improved
triple expansion type, having cylinders 22 in., 36 in. and
60 in. diameter by 39 in. stroke, supplied with steam by
three large steel multitubular boilers working at a high
pressure under Howden's forced draught arrangement
capable of propelling the vessel at a speed of twelve knots
loaded. Both the ship and the engines have been con-
structed to the requirements and under the special survey
of Det Norske Veritas for their highest classification and
to the specification and supervision of Mr. Carl Conradi,
of Christiania. This is the eighth vessel which the builders
have constructed for the same owner, and they have also
a sister vessel to the above now building on the stocks.
Blackheath. — On April 28th, Messrs. Ropner & Sons,
Ltd., Stockton-on-Tees, launched from their shipbuilding
yard, a steel screw steamer of the following dimensions,
■viz. : Length, 403 ft. ; breadth, 32 ft. ; depth, 30 ft. 3 in.
The vessel will be classed looAi at Lloyd's, having main
deck, poop, bridge and T.G. forecastle. Accommodation
for captain, officers and engineers in houses on bridge
deck, crew in forecastle and poop. The vessel has been
built to the order of Messrs. Watts, Watts &- Co., Ltd.,
London, under the supervision of Mr. W. V. Lang, of Lon-
don. She will be fitted with double bottom for water ballast
on the cellular principle, all fore and aft, and in fore and
after peaks, and fully equipped with an up-to-date outfit
including quick warping steam windlass, stockless anchors,
steam steering gear amidships, and powerful screw gear
aft, independent winch condenser, electric light, &c., &c.
The appliances for loading and discharging cargoes ex-
peditiously are very complete, and include eleven steam
winches, double derricks to each hatch, steam being sup-
plied by a large donkey boiler working at 120 lbs. pres-
sure per square inch. The engines will be of the triple
expansion type, by Messrs. Blair & Co., Ltd., Stockton-
on-Tees, of about 2,000 I.H.P., having two steel boilers
15 ft. 6 in. by 11 ft. 6 in., 180 lbs. steam pressure.
Oreland. — On April 2Sth, the Northumberland Ship-
building Company, Ltd., launched from their yard at
Howdon-on-Tyne, a finely moulded steamer built to the
order of The Noreuro Traders' Limited (Fred Drughorn,
Ltd., London Manager). The vessel is about 3S0 ft. long
^by 51 ft. beam by 28 ft. 9 in. deep, and has been built
under special survey to the highest class at Lloyd's.
She is fitted with long bridge, long poop, topgallant fore-
June, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
429
castle, the accommodation, which is ver)' ample, being
placed in steel houses on bridge deck. Special attention
has been paid to the loading and discharging gear, and a
complete outfit for the rapid handling ot cargoes arranged
tor consisting o£ ten steam winches by Messrs. Clarke,
Chapman & Co., Ltd., Gateshead -on-Tyne, a large number
of cargo derricks, and steam windlass by Messrs. Clarke,
Chapman & Co., Ltd. She is fitted with the usual water
ballast arrangements for light passages. The machinery
will be supplied by Messrs. Kichardsons, VVestgarth &
Co., Ltd., Sunderland, consisting of engines with cylinders
25 in., 41 in. and 69 in. by 48 stroke, three boilers with
iSo lbs. pressure. The vessel will carry about 7,500 Ions
on a light draught and steam about ten knots loaded at
sea.
TilemachOS.— On April aSth, xMessrs. William Gray &
Co., Ltd., launched the handsome steel screw steamer
Tilemachos, of 6, .200 tons capacity, which they have built
for Mr. George C. Dracoulis, Braila. She will take the
highest class in Lloyd's Register, and is of the following
dimensions, viz. : Length overall, 367 ft. ; breadth, 50 ft.
8 in. ; and depth, 24 ft. 3 in., with e.xtra long bridge,
poop and topgallant forecastle. The hull is built with
deep frames, cellular double bottom and large aft and fore
peak ballast tanks, si.x steam winches with return e.\haust,
steam steering gear amidships, hand screw gear aft, patent
direct steam windlass, large horizontal multitubular
donkey boiler, shifting boards throughout, stockless
anchors, telescopic masts with fore and aft rig, boats on
deck overhead and all requirements for a first-class cargo
steamer. Triple expansion engines are being supplied
by the Central Marine Engine Works of the builders,
having cylinders 25 in., 40^ in., and 67 in. diameter, with
a piston stroke of 45 in. and two large steel boilers for a
working pressure of 180 lbs. per square inch.
Kinkasan Maru. — The development of the coal trade of
Japan from the extensive Miiki collieries of the Mitsui
Bussan Kaisha which have a large and increasing export
trade to Hong Kong, Shanghai and the rivers of China
(which has hitherto been carried on by chartered steamers)
has now induced the Company to build their own steamers
for the trade. They have given most careful and expert
consideration to the best type of collier, and this has re-
sulted in their selecting the Cantilever Framed Type with
topside water ballast tanks as patented by Harroway lV
Dixon, and have placed orders for two steamers of 8,000
tons and two of 3,000 tons in this country, the first of
which, named the Kinkasan Maru, built by Messrs. Sic
Raylton Dixon & Co., Ltd., Middlesbrough — the owners
of the patents — was launched from the Cleveland Dockyard
on April 29th, 1911. The Mitsui Bussan Kaisha, under
the chairmanship of the Baron Mitsui, is one of the largest
commercial and mining firms of Japan, with ofiices in
London, and they have placed the orders through Messrs.
Glover Bros., of London. The steamer is of the single
deck type with poop, bridge and forecastle. Her prin-
cipal dimensions are 393 ft. 6 in. by 53 ft. 7 in. by 29 ft.
7-i in. moulded, with a deadweight carrying capacity of
about 8,200 tons on a light draft of water. The principal
feature of her design is that she is self-trimming with
absolutely clear holds and six enormous hatchways of
33 ft. by 32 ft. There are large wing tanks at the top of
.lie holds at each side supported on the Cantilever prin-
ciple, and containing 1,350 tons of water ballast in addi-
tion to an equal quantity in the double bottom. The
officers' and engineers' accommodation is provided in
houses on deck. She will have 12 derricks worked by 11
steam winches, electric light throughout and for working
cargo, and is in every respect the most up-to-date collier
yet built. Engines having cylinders 26, 42, 70, by 4S
stroke, with three large boilers, are to be fitted bv Messrs.
liiair & Co., Ltd., of Stockton-on-Tees.
Clan Macphee. — On April 29th, Messrs. Irvines Ship-
building and Dry Docks .Co., Ltd., launched from their
Middleton Shipyard the handsomely modelled steel screw-
steamer Clan Macphee, for the Clan Line, Ltd., of Glas-
gow (Messrs. Cayzer Irvine & Co., managers), this being
the largest of six vessels built for the same owners at the
.Middleton Shipyard. The dimensions of the vessel are
450 ft. by 53 ft. 6 in. by 37 ft. depth moulded to the shelter
deck. The vessel has complete main, upper and shelter
decks, and is classed to the highest class in the British
Corporation Classification Society, having cellular double
bottom all fore and aft for water ballast, and a large deep
tank placed at the fore end of the boiler room. The
vessel has seven watertight bulkheads, and is built with
wide spaced tubular pillars and girders under the various
decks, giving clear holds for the carrying of locomotives
and other large pieces of machinery. The loading and
discharging appliances have received special attention,
the vessel having nine powerful steam winches, eleven
derricks, including two for lifting weights of 15 tons, and
one for dealing with 40 ton lifts. The vessel is fitted
with the usual complement of lifeboats, and is fitted
throughout with electric light, including signal lamps,
binnacle lamps, cargo clusters at each hatch, etc. The
steam steering gear is placed amidships, with Lyall's
patent buffer gear fitted in connection with the hand gear
aft. A quick warping steam windlass is fitted forward,
! steam being supplied to all the deck machinery and all
auxiliaries from either of the three main boilers, and
j from a large multitubular donkey boiler. The propelling
machinery, which is being supplied by Messrs. Richard-
sons, Westgarth & Co., Ltd., Hartlepool, consists of a
powerful set of triple expansion engines, with three forced
draught boilers working at a pressure of 200 lbs. per sq.
inch. The cylinders are 29 in., 49 in. and 80 in.
diameter by 60 in. stroke, and the machinery throughout
has been designed for a high piston speed and for develop-
ing a large power under ordinary working conditions at
.sea. The propellor is arranged with loose blades of
Manganese bronze, and it is expected that a speed of over
12 knots will be obtained with the ship fully loaded.
The condenser is of the " Contraflo " type arranged with
feed temperature regulation so that a high vacuum will
be maintained in all temperatures of sea water. The
air and circulating pumps are driven from the main
engines in the usual manner, and in addition to the
ordinary feed pumps a pair of independent float control
pumps are installed working in connection with a feed
heater of the direct contact type. To minimise "racing"
in bad weather an Aspinall's Governor is fitted to the
main engines and the cylinder casings are automatically
drained b}' means of Geddes ' Pulsator Water Traps. The
engine room auxiliaries are very complete and include
large ballast, feed and general purpose donkeys, also a
.Morison's Evaporator of the improved vertical radial type.
Tregurno. — On May ist, there was launched from the
Shipbuilding Yard of Messrs. John Readhead & Sons,
Ltd., West Docks, South Shields, a steel screw steamer,
built to the order of Messrs. Edward Hain & Son, St.
Ives, Cornwall, and named the Tregurno. The vessel is
of the improved single deck type to Lloyd's highest class,
and under their special survey, having poop, extra long
bridge and topgallant forecastle, with deep girder
framing, and having cellular double bottom all fore and
aft, with large after peak tank for water ballast. The
outfit of the ship is very complete for general and grain
trades with shifting boards all fore and aft, and trunk
feeders as hatchways. A full equipmment of steam
winches and derricks is fitted for rapid loading and dis-
charging of cargoes. She will carry a deadweight cargo
of 7,550 tons on a light draft of water. The vessel will be
fitted with triple expansion engines, also constructed by
Messrs. John Readhead & Sons, Ltd., having cylinders
26, 42 and 69 inches, and 48 inches stroke, supplied with
steam from two large steel boilers working at a pressure
of 160 lbs. per square inch. This is the fifty-fifth vessel
built for the above firm by Messrs. John Readhead h
.^ons, Ltd.
LAUNCHES— Scotch.
Krian. — On April 27th, there was launched at Greenock
the new passenger steamer Krian, which has been built
to the order of the .Straits Settlements Co., Singapore.
The vessel has a gross tonnage of about 850 tons, the prin-
cipal dimensions being 210 ft. by 35 ft. by 205 ft. moulded
to shelter deck. She has been designed for the coasting
service in the Straits Settlements. Accommodation is
provided for a number of first and second-class and native
steerage passengers, while the main deck is fitted through-
out with stalls for carrying cattle. The machinery con-
430
THE MARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
sists of a set of triple expansion engines. A Cochran
(Annan) donkey boiler with patent seamless furnace has
been supplied and fitted.
Sheng Ta. — On April 28th, there was launched from the
yard of Messrs. Napier and Miller, Ltd., Uld Kilpatrick,
the steel screw steamer Sheng Ta, built to the order of
the Imperial Railways of North China. The dimensions
of the vessel are ; Length, 265 ft. ; breadth, 38 ft. ; depth,
19 ft., with a gross tonnage of about 1,600 tons. Built
under special survey to the rules of the British Corpora-
tion. The vessel is rigged as a two masted schooner, has
acconunodation for officers and engineers on bridge deck
amidsfiips, staterooms for a limited number of passengers,
also accommodation for second-class Chinese passengers
and coolies. The vessel which is built for trading on
the China coast has been fitted with electric light, steam
heating, steam steering gear, steam windlass and steam
winches. The machinery is being supplied by Messrs.
Dunsmuir & Jackson, Ltd., Govan, and consists of triple
expansion engines with cylinders 19 in., 31 in., 51 in.,
with 36 in. stroke and two boilers of large size, 180 lbs.
working pressure. Messrs. Matthew Keenan & Co., Ltd.,
secured the contract for covering the boiler and pipes on
board the vessel, which work has been completed.
City of Baroda. — On April 29th, there was launched
at W hitemc h the steamer City uj Baroda, built for the
EUerman Lines, Liverpool. The vessel, which is 412 ft.
9 in. in length, 50 ft. (| in. in breadth, and 32 ft. 3 in.
in depth, is built to Lloyd's highest class. She has two
Kimplete steel decks, with a steel poop, bridge, and fore-
castle. The cargo hold and 'tween decks are completely
free from obstruction, large span girders and wide-spaced
pillars being employed. There are seven large hatch-
ways served by ten powerful winches, capable of dealing
expeditiously with a large cargo. Additional stability
and draught when in light trim is provided by a deep
tank abaft the engine-room bulkhead. Telescopic masts
are fitted in order to enable the \essel to pass under the
-Maiuhester Canal Bridges.
Saguenay. — On April 29th, the twin-screw steamer
Saguetiay was launched by the Fairfield Shipbuilding and
Engineering Company, Cwovan. .She is a vessel of a type
not seen frequently on the Clvde. She is intended for
the service of the Richelieu and Ontario Navigation Com
pany between Montreal and Quebec or Quebec and
Saguenay, and is 375 ft. in length, 54 ft. 6 in. in breadth,
and 40 ft. in depth to hurricane deck. She has five
decks, and has an imposing appearance. The vessel will
have sleeping accommodation for 240 first class pa.ssengers,
and a crew of 76 men, but will be certified to carry 1,700
passengers. There are special observation turrets and
cabins from which passengers can view the scenery through
which they are passing, and the vessel will be fitted inside
in a very attractive style. Triple expansion engines will
be supplied by the builders. The naming ceremony was
performed by Mrs. Strachan, of Corona, Dumbreck. The
Saguenay is expected to sail for Canada early in June.
Messrs. Matthew Keenan \- Co., Ltd., secured the con-
Iract lo rover the boiler and pipes on board the vessel,
which work has been completed.
Dorothy Hough. — On April 29th, the steamer Dorothy
Hough, which has been built for Messrs. Samuel Hough,
Ltd., Liverpool, was launched at Grangemouth. The
vessel, which is 295 ft. in length, 36 ft. in breadth, and
20 ft. 6 in. in depth moulded, is of the single deck type,
with combined poop and bridge, and has accommodation
for 100 first-class passengers. She is intended for cargo
and passenger trade between Liverpool and London, and
will be fitted with machinery designed to give a speed of
about 12 knots. Messrs. Matthew Keenan \- Co., Ltd.,
have secured the contract to cover the boiler and pipes.
Lord Lonsdale. — On May 4th, the s.s. Lord Lonsdale
was launched from the yard of Messrs. William Hamilton
iV Co., Port Glasgow, to the order of Messrs. John Herron
iV Co., of Liverpool. The vessel, together with her
machinery, has been built under the superintendence of
Messrs. Flannery, Baggallay & Johnson, Ltd., of London,
Liverpool, and Rotterdam. The vessel, which has been
built on the Isherwood system, is designed to carry a
large cargo on a light draught, and her principal dimen
sions are: 380 ft. B.P. ; 51 ft. breadth; and 29 ft. 4 in.
moulded depth. She is classed too .\\ at Lloyd's, and
has a poop and forecastle. Officers' and engineers' accom-
modation is arranged in houses on the bridge deck, and on
top of this is fitted the captain's cabin and above this a
flying bridge. The crew's accommodation is arranged
under forecastle. The vessel is fitted with cellular water
ballast tanks. There are eight powerful winches driven
by a large donkey boiler, and vessel is equipped with up-
to-date appliances for the rapid handling of cargo. The
engines have been built by Messrs. David Rowan & Co.,
of Glasgow, and are of the triple expansion type, and have
cylinders 26 in., 42 in., and 70 in., with a stroke of
4S in., which are to drive the vessel at a speed of about
11 knots per hour, with three large boilers with a work-
ing pressure of 180 lbs. per square inch.
Ellora. — Messrs. Alex Stephen & Sons, Ltd., Linthouse,
launched the steamer Ellora, sister ship to the s.s. Ellenga,
recently built by them for the Indian Coastal Service of
the British India Steam Navigation Co., Ltd. The Ellora
is 410 ft. in length between perpendiculars, 52 ft. in
breadth, and 35 ft. in depth. She has three complete
decks, with bridge and boat decks above, and has accom-
modation for 50 first-class and 50 second-class, both classes
being equally well fitted up. Special provision has also
been made for native passengers, two complete decks being
reserved for their use. The propelling machinery con
sists of two sets of triple expansion engines, with two
double-ended and two single-ended boilers, constructed by
the builders.
Saint Leonards.— On May nth, Messrs. Archd.
McMillan & Son, Ltd., Dumbarton, launched the steel
screw steamer Saint Leonards, which they have built to
the order of Messrs. Rankin, Gilmour & Co., Ltd., Liver-
pool. The vessel, which is the fourth Messrs. McMillan
have built for this firm, is of the following dimensions,
vi^. : Length B.P., 384 ft. ; breadth, 50 ft. ; depth, 29 ft.
9 in., and is fitted out in the most up-to-date manner with
all the latest arrangements for working cargo. Very
complete accommodation is provided on top of bridge for
captain, officers, and engineers, while the crew are berthed
forward. The machinery, which is of large power, is
being supplied by Messrs. Rankin cS: Blackmore, Greenock,
and both vessel and machinery have been built under the
special survey of Lloyd's for their highest class. During
lonstruction the steamer has been under the supervision
of Mr. Reid, Captain Pugh, and Mr. Forrest, the owners'
representatives.
Bolinder. — The BoUnder, a new motor fishing vessel,
was recently launched at Eyemouth, when a large crowd
of onlookers, including most of the fishermen of the port,
in addition to large numbers from the neighbouring towns,
came out specially to witness the ceremony. The launch-
ing was a complete success, the vessel leaving the weighs
in graceful style and without the slightest hitch. The
dimensions of the Bolinder are : Length, 82 ft. 9 in. ;
breadth, 18 ft. 3 in.; depth, 9 ft. qin., and she has been
fitted with a 120 B.H.P. double cylinder Bolinders direct
reversible crude oil marine engine, capable of developing
a brake horse power of 150. This motor will run on
Scotch Shale Oil Fuel, and will cost approximately 3/-
*° ili PS'' run, and it will not be very long before the
fishermen, especially on the East Coast, will fully appre
ciate the low cost of running a motor, over that of the
steam engine. Accommodation has been arranged for
aft, for eight crew and forecastle for four, and the reason
that such a large accommodation has been allowed for,
without in any way diminishing the fish hold space is
that the crude oil engine takes up such very little room
in comparison with a steam engine. This vessel has
been built with a view for sale, but unless .sold before the
herring season starts, she will be fishing under the direct
contnil of Messrs. Pollocks and Mr. J. Weatherhead.
Lady Gwendolen. — On May 13th, the Clyde Shipbuild-
ing & Engineering Co., Ltd., Port Glasgow, launched for
the British and Irish Steam Packet Co., Ltd., of Dublin,
a steel screw passenger steamer for the Channel trade
between Dublin and London and .South of England ports.
The vessel is 300 ft. by 39 ft. (> in. by 18 ft. 9J, in., and
has been lonstructed to Lloyd's highest class, and to Board
of Trade survey, under the superintendence of Mr. J. A.
Patterson, of Dublin, the Company's marine superinten
dent. Vessel was named Lady Gwendolen by Miss Gretta
Mnir, and immediately after the launch, was placed in
June, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
431
the company's dock to receive her machinery, which has
also been constructed by the builders. Messrs. Wailes,
Dove & Co.'s " Bitumastic " Enamel was applied to
bunkers, boiler room, holds, tanks, etc. Messrs. Matthew
Keenan & Co., Ltd., have secured the contract to cover the
boiler and pipes.
Ustica. — A passenger and cargo steamer of about 410
tons gross has been launched at Govan for La Societa
Anonima di Navigazione La Sicana, Trapani, Sicily. The
vessel, which was named Ustica, is fitted with accommc,
dation for a number of first and second-class passengers,
and is intended to trade amongst the islands bet'veen
Trapani on the west of Sicily and the mainland of Italy.
Triple expansion engines of 5oo indicated horse power will
be supplied. The estimated speed of the vessel is ii^
knots. A Cochran (Annan) donkey boiler with patent
seamless furnace has been supplied and fitted.
Labrus. — On May ibth, Messrs. Wm. Simons & Co.,
Ltd., of Renfrew, the well-known dredge builders, launched
one of their "Simons" Patent Cutter Suction Hopper
Dredgers, named the Labrus, to the order of the Govern-
ment of the Union of South Africa. The bottom of Dur-
ban Bay, where the dredger is to be employed, is composed
almost wholly of clay of a very hard nature. The dredging
of this character of material by means of a spiral rotary-
cutter is only a recent development in dredge building.
The first hopper dredger of this type being the " Simons"
dredger St. Lawrence, constructed last year to the order
of the British Admiralty. The Labrus is a twin screw
hopper vessel of 2,000 tons carrying capacity, and is fitted
with an independent set of triple expansion engines for
driving the dredging pump, with a complete installation
of auxiliary machinery, in a separate engine room imme-
diately in front of the hopper compartment. Steam for
the propelling and pumping engines and all machinery
throughout the dredger is supplied by three large marine
type steel boilers. The dredging pump is of the most
massive and powerful description to withstand the shocks
which may be sustained when dredging in clay mixed
with stones. The suction pipe is carried on a girder led
through a well forward, and is of sufficient length to enable
dredging to be done at a depth of 45 feet below water
line. The dredger has also been designed for cutting its
own Hotation. The cutter at the mouth of suction pipe
is driven through a line of shafting, fitted on upper side
of suction frame, and machine-cut steel gearing actuated
by a set of powerful independent compound condensing
engines. In addition to the usual winches for mooring
from the deck at bow and stern a special winch is placed
amidship from which the moorings are led along the suc-
tion frame to fairleads at lower end. The hopper is fitted
with "Simons" patent arrangements whereby the contents
of the hopper can be dscharged either through the doors
in the ordinary way, or overside by the pump for land
reclamation. In addition to loading into its own hopper,
the vessel is arranged to discharge into barges moored
alongside, or through a pipe line. Two sets of triple ex-
pansion surface condensing engines are fitted aft for pro-
pelling the vessel at a speed of 10 knots per hour. The
auxiliary machinery in the propelling engine room is of
the most up-to-date character. The dredger has been built
under special survey by Lloyd's, and to their full require-
ments. The Labrus is the nineteenth dredging vessel
constructed by Messrs. Simons & Co., Ltd., for Durban.
LAUNCHES— Irish.
Nomadic and Traffic. — The twin screw passenger tender
Nomadic was launched by Harland & Wolff, Ltd., Belfast,
on April 25th, and the twin screw baggage tender Trajlic
on April 27th. The Nomadic is 220 ft. long by 37 ft.
beam, and will have accommodation for about 1,000 pas-
sengers. The Trajlic is 175 ft. long by 35 ft. beam. Both
these vessels have been specially designed for service at
Cherbourg, and will be completed in time to attend the
Olympic during her steam trials before departure from
Belfast. The Traffic will be fitted with electric baggage
conveyors, one at the fore end and one at the after end of
the bridge deck, for conveying baggage to and from the
upper deck. She will also have accommodation for trans-
porting a large number of passengers, and both vessels
will have a complete installation of electric light.
La Senora. — On May 17th, shortly before high water,
Messrs. Workman, Clark & Co., Ltd., Belfast, launched
from their South Yard a large handsomely modelled
steamer built to the order of the Tropical Fruit Steamship
Co., Ltd. (Messrs. Clark & Service, managers), Glasgow.
The vessel has been named La Senora, and has been spec-
ially designed for the general fruit and refrigerated freight
t.ades between the West Indian and United States ports,
having also commodious and comfortable accommodation
for a large number of passengers. This accommodation
has been carefully designed to afford the utmost comfort
to passengers, the public and private rooms being decor-
ated and furnished in the most artistic and luxurious
manner. The vessel is 394 ft. in length, with a gross
tonnage of over 5,000. The cargo space is divided into
eight compartments, and has been insulated throughout
and otherwise prepared for the carriage of fruit cargoes
in bulk. The cargo will be preserved in good condition
during transit by cooled fresh air delivered through ducts
to each compartment by electrically driven fans. The
propelling machinery consists of a set of improved triple
expansion engines, complete with all the necessary auxi-
liaries and having steam from five single-ended boilers
working under forced draught. The construction of the
vessel has been carried out under special survey for the
highest class in the British Corporation Registry of Ship-
ping, while the requirements of the British Board of Trade
and the United States Steamship Passenger Inspection
Service have also been fully complied with.
TRIAL TRIPS.
Zeitieh. — Trials were run on the Clyde lately by the
new steamer Zeitieh engined by James Ritchie, Glenavon
Works, Partick. The vessel has been built for the
Egyptian oil trade, under the superintendence of Messrs.
W. C. Carter & Catto, of London, and is fitted with the
latest type of oil fuel burning apparatus. The trials
were thoroughly successful in every way, the machinery
running smoothly throughout, and the guaranteed speed
being easily exceeded.
Trevorian. — (Jn April 24th, the new screw steamer
Trevorian, built by Messrs. John Readhead & Sons, Ltd.,
West Docks, South Shields, to the order of Messrs. Edward
Hain A: Son, St. Ives, Cornwall, was taken to sea on her
official trial trip. After the trial, which was in every
way satisfactory to all concerned, the vessel proceeded to
Tyne Dock to load for Civita Vecchia, under the command
of Captain Gorley. See Launches, April.
Halvdan. — On April 25th, the fine steel screw steamer
Halvdan, built by Sir Raylton Di.xon & Co., Ltd., at their
Cleveland Dockyard, Middlesbrough, to the order of
Messrs. Bruusgaard, Kiosterud & Co., of Drammen, Nor-
way, proceeded to sea for her ofiicial trials. The trials
passed off most successfully, and the vessel, under the
command of Captain T. K. Simonsen, proceeded direct to
the Tyne. See Launches, April.
Tliemis. — On April 25th, the large single-deck vessel
Themis, the second vessel of the same size, built and
engined by Messrs. Wm. Doxford & Sons, Ltd., Sunder-
land, to the order of Wilh. Wilhelmsen, Esq., Tonsberg,
ran a successful sea trial, when a speed of 11.8 knots was
obtained. See Launches, May.
Moacyr. — On April 26th, the steel twin-screw steamer
Uoacyr, recently launched on the Clyde for service on
the Amazon, ran an official trial trip under fully loaded
conditions. The weather was rather unfavourable, but
the vessel carried through all the conditions of the con-
tract, the machinery throughout the trial running without
a hitch. See Launches, May.
Caresfield.— On April 2gth, the s.s. Garesjield, the finely
modelled self-trimming collier, built by Messrs. Robert
Thompson i: Sons, Ltd., at their Southwick Yard, to the
order of Messrs. The Gordon Steam Shipping Co., Ltd.,
of London, was taken out to sea for her official trial. See
Launches, May.
Lissa. — On May 1st, the s.s. Lissa, lately launched by
.Messrs. Short Brothers, Ltd., of Sunderland, to the order
of Messrs. Glen & Co., for the Scandinavian Shipping
Co., Ltd., of Glasgow, left the Wear for her official trial.
The trial was in every way a success, a speed of 12 knots
being easily maintained. See Launches, May.
432
THE IMARINE ENGINEER AND NAVAL ARCHITECT.
June, 1911.
Zevenbergen. — On May 4th, the s.s. Zevenbergen pro-
ceeded on her official trial trip in Hartlepool Bay. After
adjusting compasses a trial spin was made, a speed of
II knots being obtained, the vessel then proceeding to
iHidifl to load. See Launches, May.
The City of Lahore, which has just been completed by
Messrs. Swan, Hunter, and Wigham Richardson (Ltd.),
VVallsend-on-Tyne, is a handsome addition to the City
Line, controlled by Sir John EUernian. This steamer is
intended for service between Glasgow and Liverpool and
( 'alrutta. A most successful trial trip at sea was com
pleted recently. Throughout the trial the engines and
boilers, which . have been constructed by t :e Wallsend
Slipway and Engineering Company, Ltd., worked without
any hitch whatever, and a mean speed of 135 knots an
hour was maintained. The City of Lahore is 450 it.
long; 54 ft. broad, with a moulded depth of 33 ft. 10 in. ;
ihe deadweight capacity being 10,000 tons. On the boat
and bridge decks there is very comfortable accommodation
for 70 first-class passengers, and in addition to these there
are cabins for 40 second-class passengers in the poop.
Electric light is in.stalled throughout the ship.
Steel Screw Steamer.— On May 13th, the Blyth Ship-
building and Dry Ducks Co., Ltd., launched from their
Shi|>building and Graving Dock Works a fine steel screw
steamer built to the order of Messrs. The Northern Com-
mercial Syndicate, Ltd., of Newcastle-on-Tyne. This
vessel, which measures 366 ft. in length, with a beam of
^o ft. 10 in., has been constructed under special survey
to Lloyd's highest class. She is of the single deck type,
having poop, bridge, and topgallant forecastle. The
accommodation for the captain is in a steel deck house,
and for the officers and engineers in sidehouses on the
bridge, whilst crew will be berthed in topgallant fore-
castle. The vessel is specially adapted for the general
cargo and wood trade, having large hatches and clear
holds together with the best and latest design of deck
machinery, including eight cargo winches for the quick
and economical working of the cargo. Triple expansion
engines of good power will be supplied by Messrs. The
.Vorth-Eastern Marine Engineering Co., Ltd., of Wallsend.
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P. AleXiUider t^ Son, Clnnleied Patent
.-U'f/I^, .J06. Hi!:li HoUioni. Loudon. IV C.
No. 1591. Speed and Revolution-direction Indica-
tors. The apparatus described in Spei ificatKjii iS,
nut mechanism 2, 3, Eigs. i and 7, is formed by a helical
series of balls mounted in an inner sleeve 4 of the nut
carrying the friction-wheel 2. A similar construction is
shown in Eig. 4. (2) The driving disk 9 is rotated by
an electric motor, controlled by a variable resistance 35,
36 operated by gearing 38, 39, instead of being directly
driven by clockwork. A fan governor or fly 40, 41, 42,
Eig. 4, is provided to keep the speed of rotation constant,
the outward movement of the vanes 41 under increasing
speed causing a corresponding rotation of the vanes upon
their axes so as to increase their effective area. A casing
21 for a watch is driven from the motor through gearing;
and the speed of the motor is arranged so that the centre
second-hand of the watch remains stationary relatively
to a fixed pointer. (3) An additional friction disk jS,
Eig. 2, engages the friction-wheel 2 as this approaches its
mean normal position over the centre of the driving disk
g, and by its friction ensures that the wheel 2 shall move
away from the normal position upon the rotation of the
screwed shaft i, even when the face of the disk 9 is worn
hollow at its centre. The disk 18 actuates, through gear-
ing, a separate revolution-direction pointer 17. (4) A
two-speed gearing 47 is provided so that, at cruising or
normal speeds, the whole of the dial can be utilized by
the pointer 16, which is then read in conjunction with a
more extended scale.
No. 1680. Steering-engines. In a steering-engine of
the type described in Specification 21,694/06, steam is
distributed to the two cylinders by a single rotating
cylindrical valve i in combination with the hand-operated
controlling-valve 22, which connects the valve chamber 21
and the central passage 18 with the steam space ig or the
exhaust passage 23. The four steam passages from the
two cylinders open in the valve seating 2, and are con-
•85, /05,
motlifit
is pii)\U
ations ; (i)
led with th
The thread
following
the TUlt of
additions and
the screw-and-
nected with steam and exhaust by the valve i, which has
an eccentric motion under the influence of an eccentric
9 on a spindle 6 driven from the crank-shaft 7 through
bevel-gearing. The valve 22 is operated through a bell-
crank 28 from a spindle 29, on which there is a thread 32
engaging a pinion 33 driven by the hub of a bevel-wheel
34, which is driven from the crank-shaft. The sleeve 30,
rotated by the hand steering-wheel, engages the spindle
29 by a key and drives it forwards or backwards, the
spindle being returned by the rotation of the pinion 33.
The valve i works between the seating 2 and an adjustable
cylinder 3, which is screwed into the end of the valve
lasing and is secured by a lock-nut or set-screw.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
433
The Marine Engineer
And Naval Architect.
LONDON, JULY, 191 1.
THK DECLARATION OF LONDON.
IT will be remembered that in January last, the
Government delayed proceeding with the Naval
Prize Bill until after the meeting of the Imperial
Conference, particularly, no doubt, owinu' to the
evidence of adverse feeling as to tlie confirma-
tion of the Declaration of London by some of
the Colonies. The Conference has now met and
discussed the question, and has resolved, on the
motion of Sir Joseph Ward, Prime Minister of New
Zealand, " That the Conference, after full considera-
tion and debate, approves the ratification of the
Declaration of London." It is interesting to note
that the Australian delegates did not vote, and that
Mr. Fisher, as representing the Commonwealth
Government, said that the Declaration was such a
great step forward that it would be wiong to abandon
it, and although his Government could not give their
full approval to it, he had determined not to oppose
the resolution. It would appear that the general view
of our Colonial brethren is, that the position as to
food stuffs was strengthened and better protection was
secured under the Declaratioji than under present
conditions. A further point of advantage claimed is
that the suggested Prize Court is infinitely better than
one under existing arrangements, which is set up
in the country called upon to pay for losses sustained.
The suggested court is an international one composed
so that in all probability a certain majority of neutrals
would be present, which will be more advantageous
than to trust to an enemy to settle the matter, with no
opportunity of appeal from the decision given. It
cannot be said that the support of the Colonials is in
any sense whole-hearted, and the situation created is
an interesting and important one. Since the matter
was first brought forward, the business men of this
country, in a very large majority, have given expres-
sion to their views that the Declaration would have a
distinctly unfavourable effect upon the country as a
whole, in time of war. The Association of Chambers
of Commerce of the United Kingdom, has clearly and
definitely condemned the Declaration on the grounds
that food supplies for the peaceful population in
neutral ships could be condemned ; that sanction is
given for the destruction of neutral prizes at sea; and
that tiie onus of proof as to destination is taken from
the captor and put on the owner of the captured
property ; and that the conversion of merchantmen into
men-of-war on the high seas is not forbidden. So
much for the opinion of commercial men of this
country, who are usually capable of carefully weighing
up the pro and cons of any question in which their
interests are affected, and coming to an opinion, which
in the main, it must be admitted is invariably sound
and practical. We come now to a most strenuous
opposition from another quarter altogether, viz. : a
large number of Admirals of the Royal Navy, and at
the moment of writing a private meeting of Admirals
is taking place to consider the critical situation created
by the uip'erial Conference. We understand that
I02 .Admirals have sent a strongly worded protest to
the Prime Minister, to the effect that it is urgently
necessary for the preservation of the food of this
country during war, that the Declaration of London
should be repudiated. The meeting of the Admirals
is being presided over by Lord Charles Beresford,
whose personal conviction as to the serious situation
created by the Declaration, may be summed up in the
following: (i) The danger staring this country in the
face if the Declaration is ratified, is not invasion but
starvation ; (2) under the Declaration, belligerents are,
for the first time, legally permitted to sink neutral
ships, and (3) under the Declaration, the transforma-
tion upon the high seas of merchantmen into warships
is not forbidden, and it is, therefore, not illegal, and
privateering is revived in its most dangerous form.
The general view of the Admirals in question on the
matter, would appear to be to refer the subject to a
commission of experts for consideration, and report.
Looking at it from the legal aspect, it is interesting to
peruse a paper read at the Briti'ih Academy by
Professor Holland, K.C., in which he points out that
the question is, whether, within the four corners of
the Declaration, a code of prize law exists, such as if
loyally followed by the suggested Court, would make
its decisions unimpeachable by the signatories, and
reasonably, in accordance with British interests, having
special regard to our national safety. He also draws
' attention to important omissions from the document,
and criticises the provisions as to blockade and con-
traband. In the discussion that ensued, the views
expressed by the Lord Chief Justice of England are
well worthy of the fullest consideration. He pointed
out that it was argued by some people that the
Declaration contained one or two things of such value
to this country, that, in consideration therefore,
sacrifices might be made on the two important
questions of blockade and contraband. This view,
however, did not seem to him the kind of way to
deal with the question, as they ought not to give away
important points in exchange for concessions in
another direction. It had been stated that the con-
vention might be considered to be modified and
controlled by the explanatory report, but he would
not be justified in advising his country, that it might,
upon some satisfactory explanation in the report being
used as construing the Declaration, and further, that
the report and the Declaration were not altogether
434
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
consistent with one another. Having regard to the
diversity of opinion that at present exists, and in view
of the half-hearted support given by the Colonials,
there surely is no possible reason why time should
not be given to enable further discussion and investi-
gation to take place, particularly as no good purpose
will be served in pressing the matter to a conclusion
immediately after the Coronation, as appears to be the
present intention of the Government. If the Declara-
tion is as good as it is claimed, let us have time to
thoroughly appreciate its merits, and opposition will
then die away.
Since writing tlie above we have ascertained that the meeting of Admirals
referred to have passed a resolution calling on the Government to refer the
subject to a Select Committee or a Royal Commission, but we must " wait
and see " the result of this recommendation.
SOUTH.\MPTON AND THE WHITE ST.-^R LINE
TO those who were privileged to be present practi-
cally in one week at the launching of the Titanic
and the simultaneous viewing of the Olympic
at Southampton and the opening of the Docks
which the London and South Western Railway
Company have built for accommodating these boats,
the singular importance of these three events both to
the public in general and to Southampton in particular
must have made a deep impression. We listened
with the deepest satisfaction to the terms in which
the Mayor of Southampton welcomed the Olympic to
the port, recognising fully that the real interests of
the borough, the harbour authority, the Railway
Company and the steamship owners were of a
common order and make for the one end, the pros-
perity of each, assuming that proper and efficient
•co-ordination of effort and interest exists. We have
in the past dealt fully with the question of the
administrative policy of the Southampton Harbour
Board being conducted upon broad and comprehen-
sive lines and we sincerely hope that the views of the
Mayor as expressed reflect those of his fellow mem-
bers on the Town Council and the Harbour Board
over both of which he presides. We would repeat
that it seems to us to be a suicidal policy to cater for
a particular class of trade by spending large sums of
money and when such trade comes along to penalise
such trade by the imposition of a special tariff. There
are in this instance three separate entities each
spending its own money for the purpose of making
a commercial profit, and so long as the relative con-
ditions are such that each gets a fair return for the
money there is nothing to complain of, but immediately
one of the three is undesirably burdened so that the
return is diminished or negatived altogether, the
resultant effect is not on this entity alone but must in
time spread to the other two, so that it is quite con-
ceivable that the failure of one necessarily involves
the failure of the three as far as profitable return is
concerned. Any breakdown in the active co-operation
of the three interests referred to, does not end with
those who are directly interested as shareholders
either in a public or private character, but must
extend to every person in the district concerned and
we could conceive no greater misfortune to Southamp-
ton than the existence of such a condition of things,
j which would prevent the magnificent accommodation
now provided, being utilised to the fullest possilile
extent under conditions allowing a reasonable return
to all who have sunk their capital for their own
benefit and for the advantage of the community. It is,
therefore, to be sincerely hoped that much of the bitter-
ness of feeling that has been unnecessarily exhibited
during the promotion of the Harbour Board's Bill will
be wiped out by the better relations which the Mayor's
speech clearly led one to think now existed. We are
satisfied that if the people of Southampton, the
Harbour Board, the Railway Company and the
White Star organization pull together, Southampton
will be placed in such a position as a port as would
never have been dreamt of 20 years ago.
SH.'iMEN AND FIREMEN.
THE trouble which was briefly referred to in our
last issue in connection with the seamen and
firemen, has been accentuated during the month,
and has led to some inconvenience in several British
and Continental ports. The claims made by the
promoters of the strike seem to fall far short of the
ictual conditions so far as their representative char-
.icter is concerned, otherwise a better understanding
-vould probably ha\e prevailed and less barbarous
methods have brought about results in keeping with
the joint interests of all concerned. It is unfortunate
that the old highwayman's "stand and deliver"
attitude is resorted to in these days, when we consider
the amount of enlightenment and wisdom accumulated
from past ages for the benefit of the present genera-
tion, and one cannot but deplore the wayward
measures which still prevail over those of a more
enlightened character. Coming at such a time the
trouble is aggravated when the national desire has
been in the direction of loyalty and devotion to the
national well-being. Concessions have been made
under compelling circumstances by some companies
to enable them to carry out their contracts, while
many have been able to arrange otherwise without
altering their plans. The concessions made are
admitted to be of a temporary character and depend
upon future arrangements ; while those who have not
made the concessions will be in a good position to
consider what these arrangements should be to meet
all cases. It would appear that too little attention
has been paid to the receiving and training of young
men for service, both on deck and in the engine room.
This has led to abuses, as well as to the want of a good
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
435
choice of men, in view of tfie administration of the
Workmen's Compensation Act, and its effect upon the
labour market. There is no doubt that a large propor-
tion of our firemen are good, as well as amenable to rea-
son and discipline; it may be also added that they are in
the main loyal to the companies they serve, but when
they are incited to yield themselves to a contrary
spirit from a feeling of comradeship, or in some cases
by other means, along with a prospect of better pay,
they may be, and in some cases have been swayed
from their allegiance. Had the subject been carefully
considered some months ago and a course of action
resolved upon, the present situation would have been
avoided. \'oluntary concessions, even of a com-
paratively minor character, give pleasure both to the
giver and the receiver, while concessions of great
importance, which are bought at the point of the
bayonet, give bitterness and breed discontent.
With a wise and capable representative in whom
they could place confidence, to advise and guide them,
the whole subject of accommodation, wages and
terms of payment might be calmly and dispassionately
discussed from all points of view, and we might hope
for a good result to accrue from the present condition
of affairs.
THE FLEETS OF THE MAIL LINES*
THE NAVAL RKVIEW.
THE magnificent spectacle on Saturday, June 24th,
at Spithead, closing the series of stately cere-
monies connected with the Coronation, must
have made a deep and lasting impression on the minds
of the tens of thousands of those who were privileged
to view it. The accounts of the proceedings will no
doubt e.xercise a similar effect upon the minds of
millions throughout the world. We witnessed at that
Review the embodiment of that national force which
has meant so much to this Empire from the standpoint
of power, wealth, civilization and freedom. With our
great traditions of the past, and the stirring hopes for
the future, we have to remember that our position
to-day is due to the existence of the Navy in its
present form, and it is our duty to realize that our
position in the future must largely rest with the
soundness of the policy which is to control our actions.
It may be said that this Review stands for much that
is quite unique ; never has such a formidable array of
vessels been gathered together, and never have
the responsibilities regarding the maintenance of our
Empire been more forcibly brought home to us. As
an illustration of the character of the Review, this was
no assembly of ships collected from all over the place
and specially commissioned for the occasion, but the
meeting of His Majesty's ships on active service under
ordinary conditions and ready for any emergency.
Looking back for the past nine years, since the last
Review, it is interesting to note that among the classes
of battleships the Majestic class is the only one repre-
sented in 1902 and in 191 1, which illustrates the remar-
kable development which has taken place in that short
period.
(From our Own Correspondent.)
The Stranding of the " Ivernia."
Tl Ili passage of somewhat more than seventy years lias
defined the true meaning of the now ahnost proverbial
expression, the " luck of Cunards." It evidently
cannot mean that accidents will not happen — we have
the burning of the Lucania, the loss of the Slavonia and the
accident to the Ivernia all within a few months to sliow that
accidents befall the premier .\tlantic Company just as they
befall the humbler class of shipowners. But where "Cunard
luck " comes in is. that it ensures that the accidents that do-
happen always occur under such circumstances that no loss
of life takes place. It was at about noon on the 24th May
that the Ivernia. homeward bound from Boston, struck the
outer fringe of the Daunt's Rock, and passing over the
obstruction made her way in safety to Queenstown, being
reported as passing Roche's Point at 1.18 p.m. with already
" a heavy list to starboard." By two o'clock she was an-
chored in the inner harbour and all risk to life was at end.
All risk of any kind indeed was thought to be over, for the
telegrams printed in the Shippinq Gazette bravely stated that
" in consequence of the vessel being built in water-tight
compartments it was found unnecessary to beach her,"
though she had 25 ft. of water in her fore compartment.
Nevertheless by half-past three water had found its way into
Nos. 2 and 3 holds, and by half-past five three tugs — one of
them a Royal Dockyard tug from Haulbowltne— were engaged
in beaching the vessel. At high water but a single compart-
ment was dry. On the 26th telegrams from the same official
source reported that at 3 a.m. the after hold had filled, that
the dynamo was submerged at high water, " the bulkheads
giving way." I need not go through the details that day
after day have been published. I have quoted enough to
make mv point. " Cunard luck " was assuredly abundantly
clear m the case. The luck came m from the fact that the
injuries sustained by the Ivernia were sustained from contact
with a rock within eight miles of one of the finest harbours in
the British Islands, and not from striking a submerged
derelict in mid-.Atlantic or even from contact with a rock
in the neighbourhood of the Fastnet, some sixty miles to the
westward'of the sandbank on which eventually the vessel
was beached for ti,ghtening. The vessel took a decided list
before she was beached, and after she was over the bank the
' bulkheads gave way. There could have been little strain on
her sub-divisions save from the head of water m the vessel
herself when the starting took place. Bulkheads surely are
intended to preserve a vessel, even when two of her principal
compartments are holed by collision. That is to say, when
free water is dashing about from side to side and from end
to end of each compartment as the wounded ship moves in a
seaway. The bulkheads in this case seem to have given way
in still water. Surely modern ship construction has been put
to a test in this accident and an explanation should be forth-
coming. We need not contemplate what might have hap-
pened had it been any other danger than Daunt's Rock
which caused such damage as the vessel sustained.
The Times on the 14th June called attention to the fact
that the divers had found portions of an old wreck wedged
into the Ivernia's damaged plates, and went on to remind us
that the Inman liner City of Chicago had been wTecked on
the same rocks. This is an entire mistake. The City of
Chicaoo went ashore at the Old Head of Kinsale, several miles
away, and on the mainland ol the.Irish coast. It was the first
Citv of New York which — if I remember rightly, under Captain
Kennedy — went on to Daunt's Rock and became a total loss
in the year 1S64. Curiously enough, in the beginning of the
year 1S68 another crack ship was lost oft the entrance to
Queenstown harbour. This was the new Guion steamship
Chicago, built some fifteen months previously at Newcastle
by Messrs. Palmer. But I do not think her bones can have
iri any way incommoded the plates of the Cunarder.
The month of .lune, 191 1.
has seen two notable events in tlie Transatlantic trade. On
the 5th June was laid at Clydebank the keel of the Cunard
liner Aquitania, which is to be the largest vessel as yet
designed — eclipsing by some 5000 tons the gross tonnage of
430
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
the Olympic and Titanic. Nine days later the first-named
of these two White Star Uncrs saiU-ii on her maiden trip to
New York. She kept her schedule date of sailing under
exceptional difficulties ; tor those connected with the strike
of seamen and firemen seem to have made a determined effort
to prevent her sailing as advertised. Trouble had previously
been experienced with the firemen at Belfast, who had been
engaged for the trials and for the run round via Liverpool to
Southampton, but this had been satisfactorily adjusted.
A good deal of confusion
seems to have been caused by tile announcement that a
50,000 ton Imperator is to be added to the Hamburg-American
Company's fleet. Several newspipers thereupon explained
tliat the great vessel now under construction for the Company
at Stettin by the Vulcan Compiny was not — as hitlierto
believed — to be called Eitropa, but was to have the less
hackneyed name of Imperator. This does not seem to be the
c-^se. The Vulcan Co.'s ship is still to be called Europa.
Tliere is to be an Imperator nevertheless. And she also is to
be of 50,000 tons. But she is to be quite a distinct ship,
for she will be built at Hamburg by the Blohiii & Voss
Company. Huge passenger vessels are not hitherto the
speciality of this firm of shipbuilders. But they have shown
that they can build large and fast vessels, for they have, as
yet, had the monopoly of constructing the battleship-cruisers
of the •• I ivincible" class for the German Navy, and they are
doubtless therefore fully qualified to deal with even such a
difficult contract as the building of one of the biggest ships
ever yet designed. So within a period of, say, three years
from the present we may expect to see afloat, two German
and one British vessels of considerably greater tonnage than
the new White Star liners. Speaking of
The White Star Line
reminds me that Mr. H. C. Boyle, R.D., R.N.R., is retiring
from the service after thirty-four years' experience of the sea
life. He commenced his careor in the Leyland Company and
then entered the White Star Line. His most recent com-
mand— as far as the machinery department is concerned —
has been the .Adriatic, to which he came from the Baltic.
He holds the South African transport medal and clasp for his
services when aboard the transport Cvmnc in the Boer
campaign.
The P. & O. Company's
prestige his soon showed its effect on the progress of their
latest acquisition, tlie Lund Line service to Australia via the
Cape. Wlien they assumed the direction the despatches
were maintained at monthly intervals. It is now announced
that a new time-table will lie inaugurated with the sailing of
the steamship Ballaiat, now under construction, for this
side of the Companv's activities by Messrs. Barclay, Curie
and Co., on the I4tli November and that after that date the
sailings will be made every three weeks.
The London and South-Western Railway,
by the accession to their fleet of the Casarea and the Sarnia,
has found itself in a position to dispense with the services of
two of its older vessels, and accordingly there has been a
rearrangement of the fleet and a sale of the Honfleur and the
Frederica. The Fredcrica is a twin-s6rew express steamer
built in 1890 at Glasgow by Messrs. J. & G. Thomson, and
fitted with new boilers in 1904. She was employed in the
Channel Island service and her speed was returned at "19
knots and upwards." The other was a much older steamer,
having been constructed in the year 1873, also at Glasgow,
but at the yard of Messrs. Aitken & Mansell. The Turkish
Government^which has recently been a large buyer of fast
steamers — takes the Frederica. whilst the Honfleur also goes
to foreign purchasers.
The American (jovernment's
recent law making the installation of wireless telegraphy
compulsory on passenger steamships has caused them to take
measures to see not only that proper installations to fulfil
the requirements of their laws are fitted aboard the ships, but
further to ensure that persons capable of working them to
advantage are borne amongst the crews. Accordingly a
notice has been issued explaining that wireless operators
must understand the adjustment of the apparatus and the
mode of correcting faults, as well as the manner of changing
from one wave-length to another. They must further be
expel I. Ill transmission, being capable of proving that they
can transmit at least fifteen words a minute on the American
Morse system and twelve words of five letters each on the
Continental system. Examinatiofts to prove the efficiency
of candidates will be held at the United States Navy yards
and certificates will be issued to those who show themselves
qualified, and every one in charge of an apparatus aboard a
passenger steamer plying to United States ports will be
required to have such a certificate, though, of cour.se, similar
certificates issued by other Governments will be recognised
and will exempt the holders from examination in America.
The new law under which also this has been provided, comes
into operation on the ist July, 191 1.
Turkey is the latest country to consider the advisability
of putting itself into wireless communication with the rest of
the- world. It is contemplating the erection of stations at
Smyrna and Tripolis.
The Suez CanaL
The reports of this water-way continue to show indications
of the expansion of the world's trade. For the year 1910
the traftic amounted to some 16,581,898 tons as against
15,407,527 tons in the previous year, 13,134,104 tons in 1905
and 9,938,152 tons in 1900. British preponderance in the
use of the canal is still most striking. The figures for the
companies at the head of the list are as follows for 1910 : —
Peninsular & Oriental Co., of London . i ,214,200 tons.
EUerman-City Line, of Liverpool .... 1,028,400 ,,
Blue Funnel Line, of Liverpool 999,300 ,,
Hansa Line of Hamburg 831,400 ,,
Owing to the relative average size of tlieir ves-iels it would
appear that the greater number of voyages was made, not
by the P. & O. Co., but by the F.Uerman-City Line.
The Strike at Southampton
see lis to have had the most serious effect of that at any British
port, and the steamship owners there have found it necessary
to take more drastic measures to cope with it than elsewhere.
Though the Olympic was despatched to date, it was found
necessary to give way to the demands of the seamen, and as
they received an increase of pay a voluntary addition was
made to the wages of the engine-room staff.
The Russian Volunteer Fleet
has received a contract from its Government for the main-
tenance of services from Vladivostock for a period of ten
years. These services cover regular sailings to the Gulf of
Tartary and the Behrmg Seas. They will bring in a subsidy
of some £35,000 per annum to the Company and involve it lu
an obligation to construct half a dozen steamers in Russian
yards.
GAS'OIL AND COAL-ENGINED VESSELS.
THE trials of the Electric Arc on the Clyde have
given to Messrs. Mavor & Coulson some data
which will serve tiiem in good stead for future
work in the direction of electrical transmission from
a prime mover, whether driven by means of steam or
gas engines. This experimental vessel of 50 feet
long, fitted with an oil engine of 45 B.H.P., attained
a speed of rather over eight miles per hour, and was
founJ to be under excellent control in manccuvring,
stopping, reversing and starting with facility. The
engine speed by revolutions was approximately 800,
and the propeller shaft about 400. One of the points
demonstrated in the transmission gear is that while
continuous current motors may be suitable for certain
classes of work, the alternating current is not only
more suitable, but even alone suitable for the trans-
mission of large powers for marine work. The inter-
position of reduction gear between the high speed
revolution prime mover and the propeller shaft is
generally admitted to be necessary in order to obtain
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
437
the best and most economical results in respect to both,
and working on this principle Messrs. Mavor and
Coulson have designed the experimental vessel to
demonstrate what they propose. 'Ihe illustrations given
show the vessel and the plan of the machinery. The
ta.xation of the oils used for motors i:; a subject which
provokes discussion in connection with ijuality and
specific gravity, and in some cases which have come
Tlie venture, which was referred to in last month's
notes, of an interesting kind, with double-acting oil
engines, has not been fully developed yet, mainly owing
to the difficulty, experienced in running for any length
of time, by fouling. The high pressure at which some
of the large marine type of oil-engines are designed to
work part of the stroke, about 500 lbs., necessitates
a good body of metal in the cylinder walls, thus
General Arrangement Elevation and Longitudinal Section of the Electric Arc.
General .'Vrrangeraen t Plan of the Vessel
under observation, the oil has not proved itself up to
that standard of purity which is necessary for reliable
and continuous running. The fouling of the chamber
and pre-ignition with the consequent hammering are
very disconcerting when on a run intended to be full of
satisfaction and pleasure to the occupants of the boat.
The rotor or running part of the motor which is coupled
to the propeller shaft.
rendering the cooling of the chamber a matter of
difficulty to avoid abrasion of the walls by the piston
in its movements during the stroke ; consideration to
this has been given by engine builders with a view to
overcome the difficulty ; and no doubt at the high pres-
sures and the temperature, the difficulty of adjusting
and maintaining the internal lubrication is both
apparent and real. In the enclosed crank case, work-
ing with compression, the journals are apt to become
dry, by reason of the lubricating oil being scoured
away ; to overcome this pads have been found useful
to hold the oil on the bearings. During the month
enquiries for crude oil engines have increased, and for
larger types than have hitherto been in demand. The
report of another large vessel having been placed on
order by a Clyde firm, to be fitted with gas engines,
has strengthened the view that conviction is growing
that this type has entered for practical service. There
are enquiries' for two small cargo vessels to be fitted
with oil engines of 400 and 600 B.H.P. respectively,
and also for two passenger vessels to give a speed
of 14 knots. As these latter enquiries are from the Con-
tinent upon the British market, it may be presumed
that engine builders in this country are coming for-
ward to take that place we expressed in former issues
438
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July. 1911.
as desirable, in view of the
coming market. A valuable
demonstration of the utility
and economy of the crude
oil engine for fishing craft is
being given with the Bolin-
ders engine and drifter at
Eyemouth. This vessel is
the fastest out of this port
and appears to be very
economical. The engineers
and builders deserve a com-
pliment on their enterprise
in connection with the runs
of this vessel, made to show
what can be done in full
view of those immediately
concerned. Among the
builders of paraffin engines
Messrs. Beardmore have
completed the fitting of their
type of engine into a brigan-
tine for the Iceland trade ;
they are also fitting a set
into a new cargo boat for
Messrs. Curtiss & Son,
Portsmouth ; while orders
are in hand for Continental
firms also at Dalmuir. The
gear referred to in our last
issue for auxiliary work
seems to be growing in
favour, as several orders have
been placed for the hydraulic
transmission driven capstans.
Several engine builders are
devoting their attention
specially to the cycle oil-
engine, believing that in this
direction lies economy, and
from some residts gained
they seem to be justified.
The motor boat race from
the Clyde to the Isle of Man,
to which reference was made
in a previous issue, arranged
to take place at Coronation
week end, was postponed on
account of the weather con-
ditions not being favourable.
The Engine Room of the Electvii An looking forward.
The Engine Room looking aft.
Our 33rd annual volume is
completed with the present num-
ber. The bound volumes, August,
1910, to July, 1911, comprising
47S pages of extremely interesting
matter, will be ready shortly, and
orders are now being taken for
delivery at the following rates,
7/5 per volume, or by post
securely packed. United Kingdom
and Canada 8/-, other countries
8/6. Binding cases may be ob-
tained from the publisher, price
i/6, carriage 3d. extra. The
index to Volume xxxiii. will be
published with the August
issue.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
439
NAVAL MATTERS -PAST AND
PROSPECTIVE.
(From our Own Correspondent.)
Portsmouth Dockyard.
THE Coronation Review and the preparations incidental
thereto have overwhelmed everything else at Ports-
mouth this month. It is unnecessary to go mto de-
tails, as that has already been done in the daily press. Suffice
to say that all that is latest in the way of naval construction
was represented. The fleet at Spithead consisted of 167
British warships, these comprising thirty-two battleships,
twenty-five armoured cruisers, eight protected cruisers,
four unarmoured cruisers, five scouts, two mme-laying
vessels, two depot ships for destroyers, sixty-nine destroyers,
twelve torpedo-boats (ex-coastal destroyers) and eight
submarines. There were in addition eighteen foreign war-
ships. With regard to work, the battleship King George V .
is making very good progress ; it has been arranged that she
is to be launched in October. The Orion will by that time
be almost ready for commissioning. The armoured cruiser
Inflexible has been in for repairs owing to her having been in
collision with the battle.ship Bellerophon on May 26th, during
exercises of the Home Fleet off Portland. Strangely enough,
the two vessels are commanded by brothers, Captains C.
L. Napier and T. W. D. Napier respectively. The stem of
the Bellirophon took the best bower anchor of the Inflexible,
which acted as a fender and prevented the full force of the
blow being received by the cruiser's side. The damage was
on the starboard side about 20 ft. from the stem, where across
a space of about ten feet the plates were bulged in and broken
from five feet below the water-line downward. Between
the lo-feet and 2 2 -feet draught-marks four plates were stove
in, affecting three compartments. The King sent a telegram
to the Commander-in-Chief of the Home Fleet saying he
was distressed to hear of the accident, and was glad there
was no serious injury nor anyone injured. The repairs were
made good in ten days and the vessel took part in the review.
The dockyard staff created a record in the expedition with
which the work was completed. The armoured cruiser
Invincible, which had been in hand for about three months,
has had the electrical fittings of her turrets and other defects
put right and she has rejoined the Home Fleet. There are
at present in hand refitting the armoured cruiser Drake, the
cruiser ^(-joMdM^, and the destroyers Flirt, Gipsy and Hardy.
Devonport Dockyard.
During the past month the construction of the battleship
Centurion has been accelerated by the transfer to her of a
large number of men, this having been done owing to the
advanced state of the cruiser Lion and the completion of a
considerable amount of repair work. The hull of the Cen-
turion is practically complete up to the level of the protective
deck. In the forward section a large number of the side
frames which are to support the external armour are fixed, as
are many of the upper bulkheads. In the after part the
fixing of the A shaft brackets and the hull castings to take
the stem shaft bearings is in hand. Everything points to
the vessel reaching her launching weight of about 8,000 tons
early in November. On the Lion very satisfactory progress
is also being made, the whole of the main armament of eight
1 3-5-inch giins being now installed and the work of completing
the after barbettes being almost finished. The Lion is the
first vessel to be completely fitted with so heavy an armament.
The main work now is the engine installation, and the port
turbines have been lifted on board and got into position.
The old battleship Nile is being prepared for sale, and her
armament, anchors, torpedo-nets and other fittings are
being removed. The battleship Prince of Wales, the flagship
of Vice-Admiral Sir J. Jellicoe, commanding the Atlantic
Fleet, recently arrived from Gibraltar to exchange her four
heavy guns. The vessel arrived one morning and left for
Portsmouth the next, the four old guns having been taken
out and four new ones mounted and the gun sights tested in
the space of twenty-four hours. It is believed that for
rapidity of execution this performance eclipses any work
of the kind. A collision recently took place at the entrance
to Torquay Harbour between the pleasure steamer King
Edward and the destroyer Ranger, resulting in serious injury
to the latter. The destroyer was brought in convoyed by the
battleship Victorious and was docked. An examination
showed that the steamer struck the destroyer about twenty
feet from the bow, cutting clean through her side, the hole
being about eight feet wide at the top and extending about
two feet below the water line. When the collision occurred
there were several men in the forward part of the destroyer,
but fortunately no one was injured. The damage to the
steamer was comparatively small. The destroyer Salmon
has been paid off in readiness for a refit. It appears that
there is a prospect of the boys' training establishment being
moved from the entrance of the Hamoaze to a position higher
up the harbour, probably above Salta«h Bridge. The change
is expected to take place when the cruiser Powerful replaces
■ the old Impregnable. The change will be regretted by many,
but the transfer will clear a large area near the entrance to
the harbour.
Chatham Dockyard.
We are fairly busy with repair work. The cruiser Hyacinth,
late flagship on the East Indies station, has been paid off on
her return from four years' service and taken in hand for an
extensive refit, for which over /6o,ooo has been allowed.
The cruiser Scylla, which recently arrived from the North
American station, has also been paid off in readiness for a
refit, and the cruiser Pactolus has been taken in hand for con-
version into a depot ship for submarines. The refits of the
cruisers Cressy and Dido and the destroyer Eden are not yet
completed. Our new vessel the Chatham is making headway
rapidly, as are also the four submarines. The Chatham will,
there is every reason to believe, be ready to take the water
next month. The destroyer Ardent, which has had a leng-
thened term of service in the Mediterranean, has arrived here
and been paid off pending sale. Her place in the Mediter-
ranean has been taken by the Welland, which had her crew
completed at this port on June 6th and afterwards went to
Portsmouth to join the battleship E.rmouth, which accom-
panied the destroyer to her new station. The cruiser Boadicea
has completed refitting ; she rejoined the First Destroyer
Flotilla in time for the review. The destroyer Teviot has had
her crew completed for passage to Gibraltar, where she will
pay off and be taken in hand for a retubing refit. Her crew
will turn over to the Kestrel, which has been refitted at
Gibraltar and is to return to Devonport to join the Fifth
Destroyer Flotilla. Brief reference was made last month to
the departure of Engineer-Rear-Admiral C. Rudd. No
officer could desire a more enthusiastic send-off than was
accorded to the admiral. Every class in the department
was represented at the farewell gathering, and there must
have been quite two thousand persons present. During the
proceedings an illuminated address was presented to the
retiring engineer-manager by Mr. Rogers, principal writer,
and a photographic group representing the whole of the
department by Mr. Williams, foreman. Councillor Holmes
admirably expressed the feelings of the workmen towards
their late chief, while Engineer-Commander Baldwin testified
to the admiration which the present and past officers who
had served under Admiral Rudd had for him. As already
stated, .Admiral Rudd has been succeeded by Engineer-
Commander Rawlingson. Another change has been made in
the staff of the engineering department, as Engineer-Com-
mander Liversidge, who has been first assistant to the en-
gineer-manager since January, 1909. has been appointed chief
engineer at Malta Yard, in succession to Engineer-Captain
Hole, who has been placed on the retired list on reaching the
age limit. Commander Liversidge's successor is Engineer-
Commander Bell, from the battleship London.
Sheerness Dockyard.
I During the night of June 14th the destroyers Zephyr and
Zebra came into collision at the mouth of the Thames while
' carrying out night exercises. The Zephyr struck the Zebra
on the port side amidships, sweeping into the sea one of the
six-pounder quick-firers and the w-haler and davits. For-
tunately no one was injured, but it is stated that if the Zephyr
had not promptly altered her course the consequences might
have been very serious. The boats came into harbour next
day and were taken into the steam basin for repair. The new
i battleship Hercules arrived here from the builders on June
1 6th and remained until after the Coronation Review, when
she proceeded to Portsmouth to commission for service in
the Home Fleet. The battleship Commonwealth arrived from
440
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, igii-
Devonport on June 13th to join the flag of Vice-Admiral
Prince Louis of Battenberg for service in the Third Division
of the Home Fleet, and subsequently went to Spithead for
the review. It is expected that the presentation of a shield,
with silver centrepieces, the gift of the people of
Australia, will be made while the vessel is at Spithead.
The cruiser Cornwall paid us a visit at the beginning
of the month, leaving on June loth on a five months' cruise
with sixty cadets on board. The battleship Trafalgar, which
was for some time instructional ship at this port, has been
taken away to be broken up. She went down the Medway
in tow of dockyard tugs just as she did when she
was sent to assist the Sappho, which was ashore in Dover
Harbour. On that occasion, however, she got up steam
while being taken down the river. The old battleship
Camperdown, which has been used as a berthing ship for sub-
marines at Harwich, is to be sold by auction on July 1 ith, and
she is to be towed round to this port by the submarine depot
ship Vulcan. The Camperdown. which was completed for
sea in 1887-88, will be relieved at Harwich by the Mercury, the
submarine depot ship at Portsmouth. The special service
vessel Elfin, which foundered in Harwich Harbour at the
end of last year with a loss of three men, after l>eing in collision
with a submarine, and was raised and brought here in a very
battered condition, has been repaired and has returned to
Harwich and resumed duty with the submarine flotilla at
that port. The destroyer Recruit has arrived from Devon-
port to have her boilers retubed, as well as to undergo a
thorough overhaul of her hull and engines. The E.xpres.'!,
another Devonport destroyer, is in hand, and when their
refits are completed they will both return to the western port
and join the Fifth Flotilla. The refitting work in hand at the
time of writing includes the destroyers Stour, Lifjey, Usk,
Dasher, Fervent, and Boyne, Torpedo-boats Nos. iq, 20, 112
and 114, and Submarine C 9, so it will be seen that we are
fairly busy.
Pembroke Dockyard.
The progress of the cruiser Amphion, which has been
somewhat retarded, will now be accelerated and the frame-
work of the vessel speedily completed. This is in consequence
of two gangs of shipwrights having been transferrc<l to her
owing to the completion of the third and last of the battle
practice targets. As to the date of the launch, it is probable
that it will take place before the departure of the Active
for her steam trials. The four funnels of the Active have
been erected, and this will permit of the boiler installation
being completed. The turbines will be delivered very shortly.
It is understood that the steam trials are to take place in
October and that the ship will be commissioned before the
end of the year. The third attempt to carry out the trial of
the destroyer Coquette proved successful, and she has gone
back to Devonport and joined the Fifth Destroyer Flotilla.
The vibrations during the last trial were just as bad as during
the previous trials, but the necessary power was maintained
and the trial was considered satisfactory. It is understood
that the refits of the destroyers Itchen and Kennet are to be
completed in five weeks less than the usual time for such
jobs, which usually take five months. The acceleration will
be somewhat difficult for us, as it is understood that overtime
is not to be resorted to nor are any additional men to be
employed. The contract for the winding machinery for the
new patent slip has been placed, the estimated cost being
/l 1,708, and the machinery is to be supplied within eight
months. The cadet training ship Ctimberland has paid us a
visit of eight days. The cadets were very much interested
in the construction of our new ships, and they also visited
the workshops and made themselves acquainted with the
interior economy of a Royal dockyard. According to a state-
ment made by Mr. McKenna to Major Guest, M.P., the
Admiralty have definitely decided not to establish a naval
base at Pembroke, but a promise has been made that the yard
is to be developed gradually and effectively. This, however,
gratifying to the people employed in the yard, is very dis-
appointing. Mr. J. Rogers, assistant constructor at this yard,
who served his apprenticeship here, has been promoted to
constructor and appointed to Haulbowline. His successor
is Mr. C. W. Knight, assistant constructor at the .\dmiralty.
who since the Boadicea class has been in construction has had
charge of the designs at the Admiralty. He is, therefore,
fairly well known to us.
WHITE STAR LINERS "OLYMPIC
AND "TITANIC." I
Passenger Accommodation. For first-class passengers
there are 30 suite-rooms on the bridge deck and 39 on the
shelter deck. These are so arranged that they can be
let in groups to form suites, including bedrooms, with
baths, etc., with communicating doors. Hut on each of
these two decks, close to the companion-ways, on either
side, adjacent rooms are fitted up as sitting or dining-
room. In all there are nearly 350 first-class rooms, 100 of
these being single berth rooms. There is accommodation
for over 750 first-class passengers.
For second-class passengers the rooms are arranged as
two or four-berth rooms, the total number of second-class
passengers being over 550. For the third-class passengers
there is a large number of enclosed berths, there being 84
two-berth rooms. The total number of third-class pas-
sengers provided for is over 1,100.
The arrangement of the passenger accommodation has
been very carefully worked out. There is a first-class
main companion-way at the forward end of the accommo-
dation, extending from the boat-deck to the upper-deck,
with large halls on each level, while further aft is a
second companion-way extending from the promenade deck
to the shelter deck. There are two second-class companion-
ways, one extending from the boat deck to the middle
deck, and the other from the bridge deck to the middle
deck, the second-class public rooms being placed between
them — viz., the smoke room on the bridge deck, the library
on the shelter deck, and the dining saloon on the saloon
deck, with the staterooms on the saloon, upper, and middle
decks. There are three elevators incorporated in the main
companion-way for the first-class passengers, and one in
the main second-class companion-way for the second-class
passengers. The first-class elevators extend from the
upper deck to the promenade deck, with entrances at each
deck level. The second-class elevator extends from the
middle deck to the boat deck.
(Jn the boat deck accommodation is provided for the
captain and officers, containing smoke-room and mess-room.
Rooms for the Marconi installation are also arranged in
the same house, with the wheel-house and navigating
bridge adjoining at the fore end. The first-class main
companion-way ending on this deck has a handsome dome
overhead in a spacious entrance, and adjoining this
entrance is a large gymnasium fitted out with the latest
appliances.
First-Class Promenades. — The first-class promenades on
the three top decks in the ships are exceptionally fine.
The bridge deck (B deck) promenade is entirely enclosed.
It is a magnificent space, over 400 feet long, 13 feet
minimum width each side of the vessel, and with a solid
side screen fitted with the large square lowering windows
that constitute one of the most popular features of recent
passenger vessels. These windows can be raised or lowered
at will, and thus passengers can enjoy the conditions they
prefer, having protection from the weather, and at the
same time an uninterrupted view of the horizon. The
deck above this, the promenade (or A) deck, is the principal
promenade, and is entirely devoted to first-class passengers.
It is more than 500 feet long and forms a splendid pro-
menade, the width in parts exceeding 30 feet. This is
covered by the deck above, but is open at the sides above
the bulwark and rail. The topmo.st deck — the boat deck —
also devoted to first-class promenading, is 200 feet long
and the full width of the ship.
Disposition of Rooms, Ac— On the promenade deck
forward are a large number of the single-berth rooms
for first-class passengers, the reading and writing room,
41 ft. by 41 ft., with the lounge adjoining, 59 ft- by 63 ft.,
and further aft the first-class smoke room, 65 ft. by 61 ft.,
with a verandah palm court built in two compartments,
each 30 ft. by 25 ft. The bridge deck is devoted very
^Continued jrom page 417.
'.attention is directed to Ihe November, 1910, number of this Journal,
containinii a supplement dealing with the bpijding, launch and machinery
of the Olympic.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
441
largely to single-berth and suite rooms, with a la carte
Restaurant, 60 ft. by 45 ft.
On the shelter deck there are a great number of first-
class staterooms and suites, special dining saloons for
maids and valets, Marconi and postal officials, and offices
in the entrance hall, and, abaft of amidships, the second-
class library 58 ft. by 40 ft. The third-class smokeroom
and general room are under the poop on this level.
First-class staterooms are at the forward end of the main
first-class companion-way, and are arranged to accommo-
date one, two or three passengers. The second-class state-
rooms are situated immediately abaft the second-class
dining saloon, and further aft are the third-class state-
rooms.
Accommodation is provided on the upper deck for first-
class passengers on the starboard side, in one, two and
The Lountie.
ist Class Reception Room-
The saloon deck, as its name -suggests, is largely occu-
pied by the dining rooms. Abaft of the grand stairway
is a reception room the full width of the ship and 54 ft.
long, leading into the dining saloon, which is also the
full width of the ship and 114 ft. long, having seating
accommodation for 532. The pantries and galleys are
abaft this, and then the second-class dining-room, which
also is the full width of the ship, is 71 feet long, and has
seating accommodation for 394.
three-berth rooms, the accommodation for the stewards and
restaurant staff being fitted on the port side off the work-
ing passage. Second and third-class staterooms are also
provided on this deck.
On the middle deck is situated the third-class dining
saloon amidships, extending the full width of the ship, and
for a length of 100 feet, with seating accommodation for
473 passengers; the third-class gallej', pantries, etc., adjoin-
ing. At the forward end, convenient to the first-class
442
THE MARINE ENGINEER AND NAVAL ARCHITECT.
JULY,\l9II.
main companion-way, are arranged the Turkish baths, in-
cluding steam, hot, temperate, cooling and shampooing
rooms. Convenient to these are situated two electric
bathrooms and also a commodious swimming bath. State-
rooms for second-class passengers are arranged for on this
deck aft, as well as third-class passengers both forward and
aft.
Another innovation on board this ship is the provision
of a squash racquet court. The court is sitn-iteci on the
lower deck, and extends two decks high for a length o£
30 feet. A spectator gallery is placed at the after end of
the court on the middle deck level.
Excellent accommodation for the firemen has been pro-
vided at the forward end of the vessel, through the lower,
middle, upper and saloon decks, giving access to the
boiler rooms by two spiral stairs and tunnel. The arrange-
ment keeps the firemen entirely clear of the passenger
accommodation.
The engineers' quarters are on the middle deck, and the
mess room, pantries, offices, etc., on the deck above — off
the working passage.
The post office and baggage accommodation is arranged
compactly in the forward end of the vessel, with the view
of expediting the reception and despatch of the mails on
the departure and arrival of the ship.
The Steering Gear. — The steering gear fitted on the
shelter deck is, as can readily be imagined, very massive,
the diameter of the rudder stock — 23^ in. — affording some
idea of the dimensions. The gear is of Harland & Wolfi's
wheel-and-pinion type, working through a spring quadrant
on the rudder head, with two independent engines having
triple cylinders, one on each side. Either engine sufficis
for the working of the gear, the other being a stand-by.
It is so designed as to minimise the shocks received in a
sea-way. The spur and bevel gear is of cast steel. The
gear is controlled from the navigating bridge by tele-
motors, and from the docking-bridge aft by mechanical
means. In general design the gear resembles that which
has given so much satisfaction in all recent White Star
ships. The steering gear of a ship is rightly regarded
as of the highest importance, and Harland & Wolff's gear
has long been recognised as constituting an element in the
safety of the vessels in which it is fitted.
The Anchor Gear. — The centre-anchor involved an addi-
tion to the usual design of wihdlass gear, which in these,
as in other large liners, is by Messrs. Napier Bros., Ltd.,
Glasgow, and has proved by the test of time to be very
reliable. In addition to working the windlass, one of
the two engines fitted drives through worm gear a large
drum at the forward end and opposite, the central aperture
on the stem. This drum is grooved to take the wire rope
of the centre 15-ton anchor, adopted instead of the more
usual cable. Clutchengaging and brake gear has been
fitted, and every detail embodied to ensure the satisfactory
working of the cables under all conditions. A strongly-
built crane is fitted at the centre line of the forecastle deck
for handling the 15-ton anchor, which is placed in a well
in the deck immediately abaft the stem. The capstan
gear, operated by steam engines, is also by Messrs. Napier,
and includes on the forecastle two capstans worked by the
windlass-engines, two with independent engines, and on
a lower level one for handling mooring-ropes. Aft there
are five capstans, with four steam-engines, one of which
actuates two capstans.
Navigating Appliances. — The navigating appliances are
most complete. In addition to the two compasses on the
captain's bridge and one on the docking bridge aft, there
is a standard compass on an isolated brass-work platform
in the centre of the ship, at a height of 12 feet above all
iron-work and 78 feet above the water-line. Adjacent to
the bridge there are two electrically-driven sounding-
machines, arranged with spars to enable soundings to be
taken when the ship is going at a good speed. All obser-
vations can thus be taken under the direct control of the
officer in command. The telegraphs are by Messrs. J. W.
Ray & Co., of Liverpool, and communicate with engine-
room, capstan and other stations. As already indicated,
there is also telemotor gear for the steering of the ship.
The vessels are fitted with complete installation for receiv-
ing sub-marine signals. The lifeboats, which are 30 feet
long, are mounted on special davits on the boat-deck. The
ship has two masts, 205 feet above the average draft-line,
a height necessary to take the Marconi aerial wires, and
to ensure that these will be at least 50 feet above the top
of the funnels, and thus clear the funnel gases. Ihe
masts are also utilised for working the cargo by means of
cargo spans, and in addition there is on the foremast a
derrick for lifting motor-cars, which latter will be accom-
modated in one of the foreholds.
Cargo Cranes. — There are three cargo hatches forward
and three aft. Two of the forward hatches are served by
steam winches, the gins being fixed to cargo spans, while
the third hatch — that nearest the passengers' quarters — is
served by two Stothert and Pitt electric cranes, designed
to lift 50 cwt. They have a radius of 27 ft., a height from
the deck to the centre of the pulley of 29 ft., and a total
lift of 100 ft. The hoisting motors fitted are of 40 brake
horse-power, and the slewing motors 5 brake horse-power.
All the hatches in the after part of the ship are served by
electric cranes of the same make ; two of these are on the
promenade deck, there being two small hatches to the hold
below, so as to form a minimum of interference with the
promenading space. The cranes here are of 30 cwt.
capacity, the radius being 21 ft. The height between
deck and pulley is 20 ft., while the total lift is 80 ft. In
this case the hoisting motors are of 30 brake horse-power,
and the slewing motors of 3 brake horse-power. For the
remaining two hatches aft there are four electric cranes of
50 cwt. capacity, corresponding exactly with those already
referred to, except as regards the radius, which is, in the
case of two cranes, 28 ft., and of the other two, 29 ft. The
height to the centre of the pulley is, however, slightly
less than the forward cranes, being 27 ft. and 26 ft.
respectively.
The lifting speed at full load is 160 ft. per minute in the
case of the 50-cwt. cranes, and 200 ft. in the case of the
30-cwt. cranes, and increases automatically at lighter
loads, whilst the slewing speed in all cases is 500 ft. per
minute. In addition to the electric cranes, there are
four 3-ton electric cargo winches at the hatches, operating
through gins on the cargo spans; also four 15-cwt. electric
boat and baggage winches.
Electrically Controlled Watertight Doors.— The water-
tight doors in a vessel of this size are, of course, a most
important item, and those giving communication
between the various rooms and engine rooms are
arranged, as is usual in White Star steamers,
rooms are arranged, as is usual in White Star steamers,
on the drop system. They are of Harland & Wolff's
special design, of massive construction, and provided with
oil cataracts governing the closing speed. Each door is
held in the open position by a suitable friction clutch,
which can be instantly released by means of a powerful
electric magnet controlled from the Captain's bridge, so
that, in the event of accident, or at any time when it may
be considered advisable, the Captain can, by simply moving
an electric switch, instantly close the doors throughout,
practically making the vessel unsinkable. In addition to
the foregoing, each door can also be immediately closed
from below by operating a releasing lever fitted in connec-
tion with the friction clutch. Moreover, as a furthei
precaution, floats are provided beneath the floor level,
which, in the event of water accidentally entering any of
the compartments, automatically lift and thereby close the
doors opening into that compartment if they have not
already been dropped by those in charge of the vessel. .A
ladder or escape is provided in each boiler-room, engine-
room, and similar watertight compartment, in order that
the closing of the doors at any time shall not imprison the
men working therein ; though the risk of this eventuality
is lessened by electric bells placed in the vicinity of each
door, which ring prior to their closing, and thus give
warning to those below.
The Decorations. — It is impossible to adequately
describe the decorations in the passenger accommodation ;
the ship must be seen and inspected for these features to
be fully appreciated. The following brief description of
some of the principal rooms, together with the illustra-
tions, will convey some idea of the artistic treatment and
luxurious appointment.
First-class Dining Saloon.— This immense room has
been decorated in a style peculiarly English — that, in
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
443
-?tJ^
ist Class Main Staircase.
T.S S. Olympic.
Turkish Bath Cooling Room.
T.S.S. Olympic.
444
the: marine engineer and naval architect.
July, 1911.
fact, which was evolved by the eminent architects of early
Jacobean times. For details, the splendid decorations at
Hatfield, Haddon Hall, and other great contemporary
houses have been carefully studied, the carved nnd
richly-moulded ceilings being particularly characteristic
of the plasterers' art of that time. The furniture of oak
is designed to harmonize with its surroundings, and at the
same time avoid austere disregard for comfort. Five
hundred and thirty-two passengers can dine here at the
same time ; but around the room between the groups of
chairs the semi-privacy of small parties has been carefully
provided for : there are several recessed bays in which
families or friends can dine together practically alone,
retired from the busy hum of surrounding conversation.
Reception Room. — Dignity and simplicity are the char-
acteristics of the reception room. Its beautifully-propor-
tioned white- panelling in the Jacobean style is delicately
carved in low relief. Handsome bronze ceiling lights
and wall -brackets, a magnificent tapestry directly facing
the staircase, specially woven on the looms at Aubusson,
capacious Chesterfields, grandfather chairs upholstered in
a floral pattern of wool damask, comfortable cane furniture
distributed at intervals, a richly coloured carpet, and the
delicacy and refinement of the panelling is the apotheosis,
surely, of ocean-going lu.xury and comfort.
Restaurant.— The Restaurant is of the Louis XVI.
period in design, and is panelled from floor to ceiling in
beautifully marked French walnut of a delicate light fawn
brown colour, the mouldings and ornaments being richly
carved and gilded. In the centre of the large panels
hang electric light brackets, cast and finely chased in
brass and gilt and holding candle lamps. On the right
of the entrance is a counter with a marble top of fleur de
peche, supported by panelling and pilasters recalling the
design of the wall panels. The room is well lighted by
large bay windows, which are divided into squares by
ornamental metals bars. Comfort has been well con-
sidered in the arrangement of the room. It is furnished
with smal' tables, to accommodate from two to eight
persons, with crystal standards lamps and rose-coloured
shades to illuminate each table. The chairs are made in
similar light French walnut to the walls, and for conveni-
ence of service there are several dumb-waiters encircling
the columns and forming part of the decorative scheme.
On one side is ample accommodation for an orchestra,
partly recessed and raised on a platform, flanked on either
side with a carved buffet, the top part being a vitrine to
hold the silver service, and the lower part for cutlery,
thus completing the necessities for a well-appointed res-
taurant Ui satisfy every rei-iiiirement.
Staircases and Entrances. — Leaving the deck and
passing through one of the doors which admit to the
interior of the vessel, one seems to be entering the hall of
some great house on shore instead of being on board a
ship. Dignified and simple oak panelling covers the
walls, enriched in a few places by a bit of elaborate carved
work. In the middle of the hall rises a gracefully curv-
ing staircase, its balustrade supported by light scroll work
of iron with occasional touches of bronze, in the form of
flowers and foliage. Above all a great dome of iron and
glass throws a flood of light down the stairway, and on
the landing beneath it a great carved panel gives its note
of richness to the otherwise plain and massive construc-
tion of wall. The panel contains a clock, on either side
of which is a female figure, the whole symbolizing Honour
and Glory crowning Time. Smoothly-gliding elevators
are provided to convey passengers to any of the numerous
floors on the ship. The staircase is one of the principal
features of the ship, and will be greatly admired as being
without doubt the finest piece of workmanship of its kind
afloat.
Lounge. — The lounge is decorated in the style which
was in vogue in P'rance when Louis XV. was on the
throne, and the walls are covered with finely-carved
"boiseries," and which, without interfering with the
symmetry of the whole, the fancy of the carver has every-
where shown itself in ever-varying details.
Smol\e Room and Verandah. —The walls are panelled
with the finest mahogany, carved in the taste of our
(•eorgian forefathers, and relieved everywhere with inlaid
work in mother-o' -pearl, A fine painting of the Approach
to the New World, by Mr. Norman Wilkinson, is in this
room. Passing through the silently-revolving doors, we
emerge upon a gay little verandah, over whose green
trellis grow climbing plants. Set in this flowery arbour
are numerous inviting little tables, at which refreshments
can be taken in the open air, much as is done in gardens
on land.
The Cooling Room. — The cooling room on the middle
deck in connection with the Turkish baths is in many
respects one of the most interesting and striking rooms
on the ship. The port-holes are concealed by an elabor-
ately-carved Cairo curtain, through which the light fit-
fully reveals " something of the grandeur of the mysterious
East." The walls are completely tiled, from the dado to
the cornice, in large panels of blue and green, surrounded
by a broad band of tiles in a bolder and deeper hue. The
dado and doors and panelling are in a warmcoloured
teak, which makes a perfect setting to the gorgeous effect
of the tiles and the ceiling, the cornice and beams of which
are gilt, and the intervening panels picked out in dull
red. From the panels are suspended bronze Arab lamps.
The stanchions are cased also in teak, carved all over
with an intricate Moorish pattern, surmounted by a carved
cap. Over the doors are small gilt domes, semi-circular
in plan, with their soffits carved in a low-relief geomet-
rical pattern. Around the walls are low couches, and
between each an inlaid Damascus table, upon which one
may place one's coffee, cigarettes or books. As the drink-
ing of fresh water is one of the concomitant features of the
benefits of taking the bath, there is a handsome marble
drinking fountain set in a frame of tiles. There is also
a teak dressing table and mirror with all its accessories,
and a locker to which valuables may be committed, whilst
scattered around the room are innumerable canvas chairs.
Reading and Writing Room. — The pure white walls
and the light and elegant furniture show us that this is
essentially a ladies' room. A great bow window almost
fills one side of the room, and one may look out past the
deck over the vast expanse of sea and sky.
First-Glass Staterooms. — The finish and decoration of
the first-class staterooms are well in keeping with the
excellence of the public rooms ; the staterooms are also
exceptionally large and beautifully furnished. Perhaps
the most striking are the suite rooms, of which there is
an unusually large number, decorated in different styles,
Adams, Italian Renaissance, Louis Quinze, Louis Quat-
orze, Georgian, Regence, Queen Anne, Modern Dutch, Old
Dutch. Each of the first-class staterooms has a cot bed
in brass, mahogany, or oak, and in most of the suite rooms
the cot beds are 4 feet wide. This is a distinct feature
whii h will be greatly appreciated by passengers.
Second-Class Accommodation. — In the Olympic and
Titanic it will be found that the second-class pas-
senger has been very generously provided for. Nothing
has been omitted in the determination to place the two
new White Star leviathans beyond criticism as to the
excellence of the accommodation both in the second and
third classes.
The Second-class Dining Saloon is situated on the
saloon deck aft : it extends the full breadth of the vessel,
and is an exceedingly fine room, with extra-large opening
pivoted sidelights arranged in pairs. The panelling of
this room is carried out in oak, the design of which is
taken from examples in the early part of the 17th century,
with details of a somewhat later period introduced. There
is a handsome sideboard extending the full length of the
after bulkhead, surmounted with cabinets elaborately
carved. At the forward end a specially-designed side-
board, with piano in the centre, is provided ; the furniture
is in mahogany, the upholstery of crimson leather, and the
floor has linoleum tiles of special design. The Second-
class library is another excellent apartment, with panel-
ling in sycamore handsomely relieved with carvings; the
dado is in mahogany and also the furniture, which is of
special design, covered with tapestry. A large bookcase
at the forward end, the windows at the sides, of large
dimensions, arranged in pairs, draped with silk curtains,
and the handsome Wilton carpet complete the general
comfortable — indeed, luxurious — appearance of the room.
Second-class Smoke Room — In this room the decoration is
a variation of Louis XVI. period; the panelling and dado
are of oak relieved with carving ; the furniture is of oak of
special design, covered with plain, dark green morocco ;
July. 191 i
THE MARINE ENGINEER AND NAVAL ARCHITECT.
447
448
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July. 1911.
anced '" principle, and in their general design conform
with the long-tried practice of Messrs. Harland & Wolff,
Ltd. The high-pressure cylinder is 54 inches in diam-
eter ; intermediate cylinder 84 inches, and each of the two
low-pressure cylinders 97 inches in diameter, the stroke
being 75 inches in all cases. The sequence of valves and
cylinders is as follows, beginning at the forward end : —
Two slide valves, each with two ports in a common chest,
worked by two rods through crosshead to single links,
low-pressure cylinder, high-pressure cylinder, a single
piston valve, two piston valves similarly arranged to the
twin slide valves, intermediate pressure cylinder, low-
pressure cylinder, and, finally, at the aft end, two slide
valves. The valves are operated by the Stephenson link
motion.
Forced lubrication is fitted to all the plummer-blocks of
the shafting, the oil gravitating from a tank placed high
in the turbine engine-room casing to the bearings, at a
pressure of about 20 lbs., and draining to tanks low down
in the ship, whence it is pumped through a filter and
cooler to the high-level supply tank. There is also a
water service through the plummer-blocks.
The crank and thrust shafts are 27 in. in diameter, the
line-shaft 26^ in., and the tail-shaft 28^ in., and they are
all hollow, the crank and thrust-shafts having a 9 in. hole,
and the others a 12 in. The shafting in all cases was
machined at the works at Belfast. There is a loose coup-
ling on the tail-shaft, so that it can be withdrawn from
the stern, which greatly facilitates repair. The propellers
driven by the reciprocating engines have each a cast-steel
boss and three bronze blades, the diameter being 23 ft.
6 in.; and when developing 15,000 indicated horse-power
for each engine, the revolutions will be 75 per minute.
Exhaust-Steam Turbine. — The exhaust-steam turbine,
by which the central screw will be driven, is of the Par-
sons type, built to take e.xhaust steam at about 9 lbs. abso-
lute, and expand it down to i lb. absolute, the condensing
plant (described later) having been designed to attain a
vacuum of 28^ in. (with the barometer at 30 in.), the tem-
perature of circulating water being 55 deg. to 60 deg.
Fahr. The rotor, which is built up in the usual way,
of steel forgings, is 12 feet in diameter, and the blades
range in length from iS in. to 25^ in., being built on the
segmental principle, laced on wire through the blades and
distance-pieces, at the roots, and with binding soldered
on the edge as usual. The length of the rotor between the
extreme edges of the first and last ring of blades is 13 ft.
8 in. The casing is of cast iron, and was manufactured
at the Belfast works. There is no astern turbine, as the
centre shaft is put out of action when the ship is being
manoeuvred. The bearings, thrust, and governor, are of
the ordinary type adopted in Parsons' turbines. The
turbine can be rotated by electric motor, and the usual
lifting gear for the upper half of the casing and the rotor
is also actuated by electric motor. The rotor has a weight
of about 130 tons, and the turbine complete weights 420
tons. The turbine shaft is 20^ in. in diameter, the tail
shaft 22^ in., each with a 10 in. hole bored through it.
The propeller driven by the turbine is built solid, of man-
ganese bronze, with four blades, the diameter being 16 ft.
6 in. It is designed to run at 165 revolutions per minute,
when the power developed is 16,000 shaft horse-power.
Manoeuvring Gear.— Between the boilers and the main
steam stop valve there is a steam separator. There are
two main steam leads from the boiler-room, each termin-
ating at the stop valve and separator, which are situated
against the forward engine-room bulkhead. The stop
valves, however, are connected by a crosspipe, with two
shut-off valves, so that either steam lead can be utilised
for supplying steam to both engines. The main stop valve
is of the equilibrium double-beat type, and is operated by
hand wheel and screw, from the starting platform, which
is situated in the centre of the piston engine-room.
The exhaust pipes from the low-pressure cylinders con-
necting with the change-valve are fitted with bellows
joints, which consist of two discs with special steel rings,
and with flanges to take the pipes. The form of the disc-
plates enables any difference in length, due to expansion
or contraction, to be taken up. In order to ensure abso-
lutely airtight joints, all the pipes in proximity to the
condenser are fitted with these bellows joints.
The change-valves for shutting off steam to the turbine
and simultaneously opening it to the condenser direct, for
manoeuvring purposes, are of the piston type with a ring
of special form. When the pistons of these valves are in
their highest position, steam has a clear flow to the
strainer and thence to the turbine ; when the piston is
lowered the connection to the strainer is closed, and that
to the condenser is opened. The piston of each change-
valve is suspended to a suitably mounted lever, the other
ends of both of which are connected to one of Brown's
engines of hydraulic type, adopted in reciprocating engine
practice ; this hydraulic engine is actuated from the start-
ing platform in the reciprocating engine-room.
The eduction pipes from the turbine to the condensers
are fitted with large sluice-valves, to be closed in the case
of accident to the turbine, when the reciprocating engines
would exhaust through the change valve direct to the
condensers. These sluice-valves are, of course, of enor-
mous area, and the closing slides are in two pieces, worked
together through worm and rack gear. These sluice-valves
arc actuated by electric motors.
Condensing and Boiler-Feed Plant. — The condensers
are of a form which has been used for some time on all
engines built by Messrs. Harland & Wolff, Ltd. They are
of pear shape. As is usual with turbine condensers, the inlet
is of the full length of the condenser, and is well stayed
vertically by division plates. In line with these there
are in the condenser corresponding division plates, which
secure an equal distribution of steam over the whole of
the condenser tube area. Moreover, the pear shape con-
centrates the tube surface at the point where the largest
volume of steam is admitted — therefore, where it is most
needed.
There are four sets of gun-metal circulating pumps, two
for the port and two for the starboard condensers, with
29 in. inlet pipes and driven by compound engines of the
firm's own make. For each condenser there are two sets
of Weir's air pumps, of the " dual " type, both air and
water barrels being 36 inches in diameter by 21 inches
stroke. The water from each condenser passes into a
feed tank, thence it drains into a control tank, from which
the hot well pumps draw it, discharging it through the
Weir's surface heater to a Weir's contact heater, placed
high on the engine-room bulkhead. The surface heater
takes the exhaust from the electric engines for heating the
feed, while the contact heater utilises the exhaust from the
other auxiliaries for the same purpose. The water from
the contact heater gravitates to the main feed pumps. Of
these there are two pairs on each side of the reciprocating
engine-room ; two pairs are sufficient to feed the whole of
the boilers. The main feed pumps have a diameter of
14 in. by 28 in. stroke, and steam cylinders of ig in.
diameter. The feed pump system is so arranged that all
the pumps are interchangeable as far as the feeding of the
boilers is concerned.
Refrigerating Installation. The duty of cooling the
ship's provision rooms, which are of very elaborate char-
acter, insulated and fitted up in accordance with the stan-
dard requirements of the W'hite Star Line, cooling drink-
ing-water, which is supplied at a large number of different
points throughout the first, second and third-class accom-
modation, cooling wine and beer in the bars, also a num-
ber of cold lockers in the pantries, larders, etc., making
ice, and also for cooling the cargo-beef chambers, is per-
formed by two horizontal duplex CO, machines, each of
which combines two complete units capable of independent
working, so that actually four refrigerating units are pro-
vided.
The machines are of the Hall's standard type, the com-
pressors being bored from solid blocks of hieh-carbon
steel, the condenser coils being of solid-drawn copper con-
tained in the base casting, each of which is divided into
two casings. Each machine has its own steam surface
condenser, brass circulating pump, and air and feed
pumps ; a duplex brass-ended water pump is also pro-
vided as a stand-by. The evaporators are correspond-
ingly divided into four units, and are placed in an insu-
lated recess above the machines at the orlop deck level, at
which level the brine pumps — three in number, with inter-
changeable connections — are placed. The brine return
July, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
449
450
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, iqii.
tanks are placed at a higher level, immediately above the
evaporators. The brine circulation is on the open return
system, with separate flow and return on each circuit. All
brine pipes throughout are externally galvanized. The
various circuits are of moderate length, and are interlaced
in the chambers to ensure even distribution of the cooling
effect, even in the remote contingency of one section
becoming blocked.
Electric Lighting Plant. — For generating electric cur-
rent fnr light and power, four 400 kilowatt engines and
dynaiiius are fitted in a separate watertight compartment
aft of the turbine room at tank top level. The engines,
which indicate each about 5S0 horse power, are of the
Allen vertical three-crank compound, enclosed forced
lubrication type, running at 325 revolutions per minute.
Each set has one high-pressure cylinder, 17 in. in diam-
eter, and two low-pressure cylinders, each 20 in. in
diameter, with a 13 in. stroke. They take steam at 185 lbs.
pressure per square inch. The engines exhaust either
into a surface heater — which is the usual seagoing con-
dition— or to the condenser. Each engine is direct-
coupled to a compound-wound continuous current dynamo,
with an output of 100 volts and 4,000 amperes, so that
their collective capacity is 16,000 amperes. The dynamos
are of the ten-pole type, and are fitted with inter-poles.
In addition to the four main generating sets there are
two 30-kilowatt engines and dynamos, placed in a recess
off the turbine-room at saloon-deck level. Three sets can
be supplied with steam from either of several boiler rooms,
and will be available for emergency purposes. They are
of a similar description to the main sets, but the engines
are of the two-crank type.
The distribution of current is effected on the single wire
system, and is controlled and metred at a main switch-
board placed on a gallery in the electric engine-room, to
which the main dynamo cables and feeders are connected.
The latter pass up through port and starboard cable
trunks to the various decks, radiating from thence to
master switch and fuse boxes grouped at convenient points
in the machinery spaces and accommodation, from whence
run branches to the distribution fuse boxes scattered
throughout the vessel, controlling the lamps and motors.
A complete system of electric lighting is, of course,
provided, and electricity is also largely employed for
heating, as well as for motive power, including no fewer
than 75 motor-driven "Sirocco" fans from 55 in. to 20 in.
in diameter, for ventilating all the passenger and crew
spaces, as well as the engine and boiler rooms. All fan
motors are provided with automatic and hand speed regu-
lation.
Sanitary Fittings. — The Sanitary Fittings supplied to
the new White Star Liners are a remarkable feature of
their equipment. They illustrate the enormous strides
which have been made in the luxurious furnishing of these
Ocean Palaces. The object of the builders has evidently
been to obtain an installation which for comfort and luxury
could not be surpassed and which would embody the latest
and most improved sanitation for ship work. The whole
installation may be looked upon as a considerable advance
on anything which has previously been carried out on
board ship.
In order to ensure the work being of the highest quality
and to obtain the best results, they placed the work in
the hands of Messrs. Doulton & Co., Ltd., Sanitary
Engineers, of London and Liverpool, whose experience
and enterprise in ship sanitation is so well known. In
the state rooms and cabins de lux, the baths piovided are
a new departure for ship work. They consist of hooded
canopy baths with cast iron white porcelain enamelled
plunge and earthenware overhead shower which may be
easily kept clean. The baths have specially designed
controlling fittings for the supplies which effectually pre-
vent any risk of scalding through a bather inadvertently
turning on the hot water. The inlets to the baths are
steamless and noiseless, and the wastes are of large size
so that the baths may be emptied rapidly.
The lavatories have Jaune Fleuri and Fleur de Pecher
marble tops, dished and drained to the basins, which are
of white Queensware, and the valves are of Doulton's
special lever action self-closing pattern with Doulton ware
handles, and they are made so that the whole of the work-
ing parts may be removed from the top of the lavatory
slab without breaking the joints to the supplies. A
special feature of the valves is the non-concussive chamber
with which they are fitted. This chamber prevents any
damage to the joints of the service pipes taking place
through the sudden closing of the valves. The wastes
and overflows are of large full way pattern and are made
so that they may easily be withdrawn for cleaning.
As an instance of how thoroughly the question of quality
has been considered, it might be mentioned that the Lava-
tory Fittings are made of Doulton's special white metal
best quality silver plated. The Closet Suites are of
Doulton's Patent Single Automatic Back-pressure Valve
Type, and are made in white glazed ware. The presence
of the automatic valve at the outlet of the closet prevents
the back-pressure of air or water in the soil pipe from
causing any movement in the water in the trap through
the motion of the ship. This type of closet introduced by
Messrs. Doulton some time since, has been largely used.
It is constructed on the wash-down principle generally
adopted for domestic purposes, but has in addition the
patent valve at the outlet. The flushing valve to the
closet is of a new type, having lever handle ; it is self-,
closing and fitted with non-concussive chamber.
The urinals are of the circular back type which are
most fiequently met with in hotels and other public build-
ings. They have, however, several special features which
are worthy of note. The white glazed ware backs are
made with anti-splash rim in the front so that the flush-
ing water is diverted into the channel. The channels
have large outlet at each end of the range. Hinged tread
gratings are fixed over a white glazed ware tray which
is made in one piece with the channel, and the tread
grating is made so that it may be removed for cleaning
when required. All parts are easily accessible for clean-
ing. The divisions of the urinals are in polished Pavon-
azza and Jaune Fleuri marble.
WAYGOOD LIFTS ON THE "OLYMPIC."
PASSENCtER elevators, as well as lifts for mail
bags, stores and pantry miscellanea, are now a
recognised feature in up-to-date high-class ocean
mail and passenger steamers. The lift service for
passengers on board the Olympic, for which Messrs.
R. Waygood & Co., Falmouth Road, London, are
responsible, is considerably in advance of what is to
be found on any other ocean liner. In both first-class
and second-class accommodation, passenger elevators
contribute to the comfort and luxury of the passengers.
There are three first-class elevators arranged side by
side in one trunkway. Each of these can raise a load
of 15 cwt. between the upper and promenade decks to
a height of 37 ft. 6 in. at a speed of 100 ft per minute.
Each cage, made of dark mahogany, measuies about
7 ft. in height by 6 ft. in width and 5 ft. 4 in. in depth,
liaving a glass roof, ventilator, and, of course electric
lamps. The entrance is fitted with a collapsible gate,
which is electrically locked, and must always be closed
before the lift can be started. The winding gear is
fitted directly overhead, and is driven by a special
slow-speed motor to ensure quiet running. The gear
consists of a steel worm and a phosphor bronze worm
wheel, enclosed in a cast-iron case forming an oil
bath. The thrust of the worm shaft is taken by
double ball thrust bearings. The gear is fitted with a
winding drum, having two steel wire ropes connected
to the cage and two separate ropes for the counter-
balance weight. An automatic electric brake comes
into action when the current is shut off for any reason.
The controller for electric operation is worked by a
car switch within the cage, and special provision is
made to guard against over-running in either direction
in case of inattention on the part of the lift-man or any
failure in the controller. The cages are guided by
round turned steel runners in order to give the
smoothest possible movement on the lift, and are
July, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
451
counter-balanced by a cast-iron weight working also
on round steel runners. The elevator in the second-
class accommodation, also supplied by Messrs. R.
Waygood & Co., is practically identical with those in
the first-class, except that the cage is more plainly
furnished.
CATERING DEPARTMENT OF THE
" OLYMPIC."
THIS department looms very largely in the success
of the modern passenger liner and the owners of
the Olympic, evidently recognising this fact, have
spared neither pains nor expense to carry the arrange-
ments to a successful issue. Space is absolutely
unlimited. Light, drainage and ventilation have all
been carefully considered, and above all the apparatus
itself is of the most modern type.
The first-class kitchen is fitted with two immense
ranges, probably the largest ever made, each fitted
with " bain maries " and hot closets on port and star-
board sides. Large patent roasters for meat and
game, silver grills, steam ovens, brass stockpots,
triturators, electric slicing and mincing machines are
all most conveniently placed for working. The
absence of funnels is a very noticeable feature. They
have all been led under the decks, thus minimising
radiation of heat in the kitchen itself.
There are two large bakeries for the making of
bread. These are fitted with electric dough-making
machines, dough dividers, Vienna water-tube ovens,
hot-air pastry ovens, provers, etc. In addition there
is a special apartment with apparatus for the practice
of the confectioner's art, which also includes electric
cake making, whisking, freezing machines and hot
plates. There are also rooms for the preparation of
vegetables, fitted with " Cornhill " potato peeling
machines. The restaurant has a special kitchen
entirely devoted to it, and this kitchen, though not
so large, is just as completely fitted as that already
descrilied for the first and second-class passengers.
The third-class passengers have not been over-
looked in any respect, their culinary arrangements
being absolutely perfect, and including large ranges,
steam stockpots, steam ovens, clean steam producers,
potato peeling machines and everything likely to
assist in preparing food under the most hygienic
conditions. The pantries and serving rooms have
been arranged with a view to obtaining a rapid
service, and are in close proximity to the dining
saloons. The installation includes hot presses, hot
closets, entree presses, silver coffee apparatus, auto-
matic egg boilers, " bain maries," milk scalders, and a
hundred and one other items that we cannot pretend
to technically describe. However, taken on the
whole we consider it would be impossible to find
anything more complete, either ashore or afloat.
Not only are the first and second-class passengers
well provided with pantries and serving rooms, but
the third-class passengers are equally well catered for,
so that the chance of obtaining a cold dinner on board
the Olympic is somewhat remote.
The owners evidently hold very strong views on the
necessity of absolute perfection in the preparation and
serving of food, and much credit is due to Messrs.
Henry Wilson & Co., Ltd., of Cornhill Works,
Liverpool, who are responsible for the complete outfit
of the department.
REPAIR WORK BY THE
OXY- ACETYLENE METHOD OF WELDING
AN interesting piece of repair work was carried out in
Sunderland last month on the SS./. W. Taylor,
owned by Messrs. Taylor & Sanderson, Ltd.,
of West Sunniside, Sunderland. The work in question
was carried out under the survey, and to the satis-
faction of Lloyds local Surveyor, and when completed
was well hammered in order to satisfy the scruples of
that gentleman.
The steamer in question had been in collision, and
the stem was very badly bent, so much so that it was
impossible to straighten it into position. It was
therefore cut about 12 ft. below one of the scarf
joints, removed and straightened in the shop, replaced
and then welded into position. The section of the
stem is 10" x 3" and the total time occupied in welding
was nine hours, thus enabling the steamer to take her
turn at the coal tips on time.
The repair was carried out at a total cost of about £60
and saved the steamer some eight or ten days' detention,
inasmuch as if the stem had not been welded it
would have had to be lengthened and another scarf
joint made. The method adopted enabled the work
to be done with the removal of a minimum number of
plates.
The accompanying photograph shows the men at
work on a swinging stage, and the whole plant equip-
ment of Oxygen and Acetylene in cylinders is clearly
seen in the top left-hand corner. The work was
carried out to the satisfaction of the owners and the
Local Surveyor by the British Autogenous Welding
Co., Ltd., of 268, South Lambeth Road, London, S.W.
452
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
SPURGEON'S PATENT STEAM
WHISTLE TRAP.
DESCRIPTIVE references have been made from
time to time in previous issues to the
importance of clear blasts from steam whistles,
and to various methods of obtaining these at all
times and under all the ordinary circumstances of
sea-going conditions. The importance attaching to
the instant response of the whistle when required on
the steamship is becoming accentuated each year as
the highways of the sea become more thronged by
traffic, especially in seasons and in localities where
fogs abound. The clear and crisp notes necessary to
convey unmistakeable meaning through a steam
whistle from one vessel to another can only be given
Spurgeon's Steam Whistle Trap.
without hesitation by means of separated or non-
saturated steam. The doubts as to the blow through
being necessary before the first official blast can then
be laid to rest, in place of vaunting themselves in
irritating fashion on the bridges of the giving or
receiving steamer. Our attention has been called to a
recently patented arrangement for separating the
water of condensation from the steam in its flow to
the whistle valve, and we have pleasure in showing
an illustration of it in section. The steam pipe from
the boiler is jointed up to a cylindrical casing which
is fitted up near the whistle. The casing is large
enough to admit of the pipe being carried up inside
with an annular space around it into which the water
falls and is carried off by a drain pipe back into the
water space on the boiler. At the top of the internal
pipe, a cone piece is fitted to deflect the steam as it
passes through openings around the circumference ;
the steam, separating from the water particles,
ascends, while the water falls into the space around
the pipe and drops to the drain at the bottom, thence
back into the boiler about the level of the furnace
by the force of gravity. At the top of the casing
there is another deflecting surface to intercept any
water which may be forced upward with the outrush
of steam from the internal pipe orifices, and which
might otherwise cling to the circumference of the
casing and pipe beyond and reach the whistle. The
arrangement has the merit of simplicity and it has
been already fitted on several steamers with success.
The sole makers are Messrs. Reedman & Co., Bradley
Street, Canning Town, London, while the patentee is
probably known to several of our readers who may
remember him at the Royal Albert Dock, London,
and subsequently of Alexandria, Egypt.
THE NAVAL AIRSHIP.
THE naval airship built at Barrow for the British
Admiralty has been towed into her shed again,
after having been anchored for but a few days
in the Cavendish Dock. During that time, however,
one great problem was solved, that of the airship
being able to ride at her moorings safely, while her
gondolas were floating on the surface of the dock, even
with the wind rushing at a rate of 40 miles an hour.
The airship made fast to her mooring post met the
wind with her blunt bow, with the consequence that
her immense length was not affected. It is known
that the vessel is undergoing certain alterations in the
airshed with the object of stiffening her so as to
withstand even greater forces of wind than those
experienced when she was out in the open, and it is
also intended to equip her with additional means for
steering when in the air. It will be August at the
soonest when she again appears in Cavendish Dock.
In the meantime the present floating mooring post is
to be replaced by a rigid post which has to be specially
built. It is, of course, known that the vessel will fly
easily. She is, indeed, to cover 45 miles an hour in
the air, and experts say she will easily accomplish
this. But it will depend on the general success of
experiments before the work of constructing a second
airship is undertaken for the Admiralty. It is known
that the experiments already made with No. i have
placed the Admiralty far in advance of the army in
this respect, and also greatly ahead of foreign powers
who have already built rigid dirigibles to navigate the
air. A little later on the prospect is, nay the certainty
is, that an important airship industry will be per-
manently established in Barrow. Messrs. Vickers,
Limited, have achieved a great triumph with the
vessel they have built and they have had and will
continue to have the advice of the best aeronautic
experts in any further developments which may
accrue from exhaustive experiments to be undertaken
in the air under all sorts of conditions.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
453
OBITUARY.
David John Dunlop.
WITH sincere regret we place on record the death
on June 3rd, at his residence, Bath St., Glasgow,
of Mr. David J. Dunlop, shipbuilder and
engineer. Port Glasgow. Deceased, who was in his
73rd year, had been ailing for some time ; but only seri-
ously ill for a few days prior to his decease. With his
pass'ing the ranks of Clyde shipbuilders and engineers
have been deprived of an able, well-known, and highly
respected member ; and shipyard workmen of an employer
who was ever considerate for their best welfare.
and completion. In connection with the starting of the
plant he had to design shallow-draft barges, with move-
able propellers, by which the cane was brought to the mill.
Returning to this country in 1862, and having long before
determined upon marine engineering as a profession, he
joined the firm of Randolph, Elder & Co., Centre Street,
Glasgow. Amongst other work for which Mr. Dunlop
was responsible with this firm was the construction, for
the French Government, of a floating dock at Saigon, two
years being thus occupied. On returning to Glasgow
he was at once enlisted on the staff of Messrs. John Elder
& Co. — evolved from the firm of Randolph, Elder & Co.
— who were then proceeding to lay out new shipbuilding
and engineering works at Fairfield, Govan. So satisfied
The late David John Dunlop.
Bom in Mexico City in 1838, where his father — a Mexi-
can merchant— was at that time resident, Mr. Dunlop
while still quite young was brought to Glasgow, and at
the High School of that city, as well as at the Collegiate
School, Liverpool, received an excellent classical and
mathematical education. Leaving the Collegiate School
—where he had as school-mate Mr. G. W. Wolff, of Messrs.
Harland & Wolff, Belfast— he became apprenticed to the
firm of Messrs. Walter Neilson & Co., Locomotive Engin-
eers, Hyde Park Street, Glasgow. After completing his
time he received an appointment to proceed to Java with
a consignment of sugar plant and superintend its erection
was Mr. Elder with the ability of young Mr. Dunlop that
he made him his principal assistant and placed him in
charge of the designing and erecting of the offices, ship-
yard, and workshops. It speaks well for the ability and
prescience with which this important work was carried
out that in all essentials the establishment of to-day —
capable as it is of dealing with the largest and heaviest
of shipbuilding and engineering contracts in accordance
with the best modern practice — was comprehended in the
general lines laid down by Mr. Dunlop so many years
:o.
After the death of Mr. John Elder in 1869, Mr. Dunlop
ago
454
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
— who retained a life-long admiration for his early chief-
joined Mr. James L. Cunliffe (who was also trained in
the Elder Works) in taking over the shipyard at Port
Glasgow, then owned by Lawrence Hill & Co. Under
the firm name of Cunliffe & Dunlop, business was begun
in 1870, and the partnership continued until iSSi, when
Mr. Cunliffe retired, leaving Mr. Dunlop sole partner.
Under the altered title of D. ]. Dunlop & Co., the business
has ever since been carried on, Mr. Dunlop continuing
almost till the end to superintend in detail all its opera-
tions. He specialised in various classes of vessels ; fine
steam yachts at first being produced, but later and more
notably oil-tank steamers, cable-laying steamers, light-
draft vessels for river work, and high-class passenger
steamers of medium size. Mr. Dunlop was among the
first to recognise the possibilities of the oil-tanker ; and he
built for the Anglo-American Oil Co. the first vessels
which demonstrated the superiority of the system of carry-
ing oil in bulk over that of carrying it in barrels.
He also built the first light-draft vessels which navi-
gated the river Niger; showed the immense commercial
potentialities of the region, and led to the formation of
the Royal Niger Co. Several of the earliest fruit-carry-
ing steamers and some of the. finest cable-laying steamers
are also to Mr. Dunlop's credit, one of these latter class
being the Monarch, built in 1884 to the order of the
British Government, and still doing active service in
cable-repairing round the British coasts. Not a few
ingenious devices connected with shipbuilding and marine
engineering have Mr. Dunlop as their author, including
" Dunlop's Marine Engine Governor," in which the dis-
tinguishing feature consists of automatic control of the
engines by sensitive connection with the immersed and
emerged condition of the propeller at the stern. Mr.
Dunlop was always devising new methods of carrying on
the details of his work and never sacrificed quality for
cheapness, or undertook contracts simply to swell his
annual output. As an employer of labour he won the
avowed respect of the men in his own industry and of all
his fellow employers. He was an enthusiastic supporter
of conciliatory methods of dealing with labour disputes.
When the Belleville water-tube boilers were first intro-
duced into this country there arose a serious demarcation
dispute between the engineers and boilermakers on the
question of which class of men should do certain parts of the
work. Mr. Dunlop was asked to act as arbiter in the
dispute, and so satisfactory was his finding that it was
accepted unanimously by all concerned* and still remains
the basis on which such work is dbne. He took a leading
part in the formation of the Engineering Employers' Fed-
eration, and was at different periods President of the
North-West Engineering Trades Employers' Association.
His own firm, as a matter of course, were members of the
Clyde Shipbuilders' Association and of the Shipbuilding
Employers' Federation. His employees in 1895, on the
occasion of the semi-jubilee of the firm, presented him
with his portrait in oils as a souvenir of the event.
The members of the Institute of Marine Engineers will
have pleasant recollections of Mr. Dunlop as their Presi-
dent in 1902. He was a member of the Institute of Eng-
ineers and Shipbuilders in Scotland ; a vice-president of
the Institute of Naval Architects; and a member of the
Technical Committee of Lloyd's Registry. He was un-
married and lived with his sister. Miss Dunlop, for whom
much sympathy has been ' felt in her bereavement.
Thomas Reid.
The death is announced of Mr. Thomas Reid, senior of
the engineering firm of Messrs. Thomas Reid & Sons, Paisley,
well known for their make of medium-sized steam wnidlasses
and winches. Deceased, who had all but completed his
86th year, started business in Paisley on a small .scale over
half a century ago, and had for a time as one o'f his best
workmen, William Arrol — now Sir Wm. Arrol, of the noted
firm of bridge builders. The business as at present consti-
tuted dates from 1877 ; but deceased retired from the practical
management of the firm about thirty years ago, leaving
four sons to carry on the practical work. Under this arrange-
ment the business has greatly prospered ; and the name
of Messrs. Reid & Sons, as makers of windlasses, winches,
and other deck machinery for steam yachts especially, has
long been a guarantee of high-class production. Deceased,
who, had he lived till 21st June, would have attained the
patriarchal age of 86 years, spent his later years almost
constantly at the coast, having a residence at Ardnadam
on the Holy Loch. He was extremely fond of yachting ;
and both his fine personality and his Ayrshire Lass were
well known in Clyde yachting circles.
THE
LEVIATHAN CUNARDER
" AQUITANIA."
MESSRS. John Brown & Co., Ltd., Clydebank,
early in June began laying down on the berth
upon which the vessel will be constructed the
keel-plating of the new leviathan Cunarder, Aquitania.
This vessel, as has before been pointed out, will excel
in dimensions any vessel yet afloat ; and although the
Clydebank works have been laid out for undertaking
the construction of ships of great magnitude, a special
provision had to be made to accommodate this latest
leviathan in view of her exceptional length. The
building berth has been specially strengthened for the
huge vessel, while in order to allow for its great
length, soine of the yard buildings have been cleared
away and some of the railway lines shifted into new
positions. The fitting-out basin has also been
lengthened to accommodate the vessel when she is
being completed. While the improvements necessi-
tated by the laying down of the Aquitania were under
way, opportunity was naturally taken to carry out
other work of improvement in the yard, all of them of
such a nature as will not only facilitate the con-
struction of this particular vessel, but will add to
the permanent capabilities of the establishment for
general ship-building purposes. Although the laying
of the first keel plates early in June inaugurates the
construction of the great hner on the berth from
which she will be launched, this work does not by
any means mark the very first stage in structural
operations. The placing of the contract was
announced in December last year, and while the
building berth was being lengthened, additional piles
driven and the other work referred to being carried
out, the ordering of the material and its preparation
for actual constructional work on the berth has been
in progress on a temporary berth. Much has, in fact,
already been done ; and many constituent parts have
been not only machined, but, in part, riveted, ready
to be moved into position in an advanced form by the
electric jib-derricks fitted at intervals alongside the
berth.
Cochran Boilers.— A Cochran Annan donkey boiler, with
patent seamless furnace has been supplied and fitted on the
S.S. Corte II.
The McNab Direction and Revolution Indicator —The
following vessels have had inclnded in their outfit the McNab
Direction and Revolution Indicator— Bur A^cW, Slel-haiw.
Gloucester Castle and the City of Baroia.
Beldam Packing for the " Titanic."— The Patent
Excelsior Metallic Rings (Duplex Type) made by the Beldam
Packing and Rubber Co.. of London, are to be supplied
to the Titanic. This packing has been designed in order
that the pressure of steam through the neck-bushes of the
cylinders shall be gradually counterbalanced and cushioned
by the pressure of the other receivers. With this system the
rings arc maintained in equilibrium, thereby preventing
any undue wear, and the rod being subjected to a minimum
of friction, the efficiency of the engine is much increased.
All the rings are self-adjusting and interchangeable.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
455
ELECTRIC ARC WELDING.
NUMEROU-S attempts have been made in the
past to weld structural defects in place by
means of the Electric Arc, but with only a
very limited amount of success, principally owing to
the fact that a carbon was employed. In these
circumstances, a certain proportion of the carbon
combined with the metal, giving a result partaking
largely of the nature of cast iron and full of blow
holes.
known, and on the arc being struck, a point on the
surface under repair is brought almost instantaneously
to welding heat, while a drop from the iron pencil
(also at weldmg heat) is added, and the operation
repeated till the desired addition is made. The
natural flow of material from the positive to the
negative pole assists the operator in depositing his
drop in the correct position, and particularly so when
welding overhead.
From these remarks it will be seen that, as in all
such processes, considerable skill is required, and
71 17
1 P
ji a
fruKliS renwAai) e«d
71
t
'
f
1
<
SWRBMRD BOILCR
STJBeOtRD BOILEB
ST«RBO«BD BOILER
STARBOIBO BOII.ER
Fis;
■ Section X.Y. —
a Both flanges fractured to centre line and partly in rim.
b One flange partly fractured.
c Do., do
d Both flanges and the web fractured. Arm completely
separated.
Pommee, of Hamburg, was among these early
investigators, but proceeded on the lines of making
the welding material itself the positive pole, while the
structure under repair is the negative pole, a special
flux being also employed to keep the material soft and
ductile. This system was developed by Albrecht and
Dantz, and early in igio the British Arc Welding
Company, Ltd. was formed to carry out work in the
United Kingdom.
The temperature of the Electric Arc is the highest
3
Part cut out and welded up shown in full,
thickened up is shaded.
The portion
that only trained men can be employed. For boiler
work at any rate, the writer has made a practice of
only training boilermakers, those being preferred who
have already had experience with the fire. These
men with their previous knowledge, soon get the
general idea, and it is then a matter of time to give
them the manual skill required. It is undoubtedly a
trade to itself, and only arduous apprenticeship can
ensure proficiency.
One of the great advantages of the Electric Arc pro-
cess is that while the temperature is high, the actual
quantity of heat generated is small, so that expansion
456
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
POHT BOILEB'AFT eHO
CHECK HIVE atAT
Fig 4-
Electric Arc Welding.
STARBOARD -BOILER
CENTRE FURWACE FORWARD
STARBOARD BOILER
CENTRE FURNACE AFT
F'g- 5-
Electric Arc Welding.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
457
troubles are reduced to a minimum. In no case has
it been found necessary to take out rivets, etc., to
allow for expansion, and in exceptionally difficult
cases, such as sometimes occur with cracks in
furnaces, etc., when existing stresses have to be con-
tended with, it is possible to control the heating, the
work, of course, taking somewhat longer. Generally
speaking, however, the work is rapidly done, and in
this respect compares favourably with any other
method, while the results are reliable and have stood
the tests of long voyages under forced draught.
A few illustrations of work done may give some
idea of the results.
Figure i. — Illustrates repairs to the back ends and
furnaces of a passenger liner, running to the Antipo-
des, which have successfully stood the test of three
round voyages. Figure 2. — Repairs to a cast steel
gear wheel for the main drive of a bucket dredger.
Figure 3.— Crack in end plate of marine boiler, welded
up and plate thickened in neighbourhood, the material
being welded to an existing bolted patch, without dis-
turbance of the same. Figure 4. — Shows general
repairs to boilers of large passenger liner which have
now stood successfully for several voyages. Figure
^. — Shows repairs to saddles of furnaces of large vessel,
which has just returned from a four months' voyage
and reports that the welding is in perfect condition.
These are only a few examples.
The work is being carried on every day, and with
numerous cases now in existence, which have been
carried out in this country, confidence is being
established and the operations extended.
A NEW DESIGN OF MERCHANT VESSEL.*
By Maxwell Ballard, Esq.
Continued from page 405.
THE ultimate object of cargo-steamer design is saving in
weight, which means diminished cost and increased
carrying power. The above comparison shows a saving
of some 19 per cent, of the invoiced material upon the basis of
the same specification and carrying power, representing a
considerably reduced initial cost, while the relation of the
remaining elements of design will be observed to include
maintenance and coal consumption upon this basis.
Freeboard requirements may be summed as height of deck
platform, the distribution and amount of surplus buoyancy,
and the extent to which this is closed in.
The arch-deck platform is raised to the height of the usual
midship erection, and the lowest exposed points of this deck
at the poop and forecastle fronts are not less than 25 per
cent, of the moulded depth above the normal depth line.
In estimating the freeboard of the Edenor. the arch erection
has been treated in the manner provided for similar erections
in the Freeboard Tables.
There is in the Edenor a surplus buoyancy of 30-52 per
cent., or 1,430 tons. The standard requirement for a vessel
of this same depth is 24-66 per cent., the difference being
equal to 353 tons, or a provision in the Edenor of 32-8 per
cent, more than required.
In. Fig. 6 are given curves of total buoyancy for two
vessels of identical underwater form and draught, one
being of the Three Island type and the other to the new
design. The dimensions are' 318 ft. length, 46 ft. \o\ in.
breadth, and 20 ft. 6 in. draught. The ordinary vessel has
a bridge for 76 ft. and a mean shear of 6 ft. i^ in., while the
other vessel has an arch of 7 ft. 3 in. depth. Under these
circumstances there is an excess of reserve buoyancy of 8^
per cent, in the new type. The diagram further illustrates
•Read at th>- Soring Meetings of the Fifty-second S?.=sion
of the Institution of Naval Architects, 1911.
the different distribution and comparative value of the
reserve buoyancy.
The absence of wells is noteworthy, and is important in
the bearing it has on stability. Cross curves of the latter
have been calculated for the Edenor, and Fig. 7 gives the
stability curves for the two following conditions ;■ —
(i) Load, with 2,140 tons of cargo and bunkers, the former
being distributed homogeneonsly. The vessel in steaming
condition.
(2) Coal bunkers full, steam up, but no cargo on board.
Fig, 6.
In the first condition the metacentric height is estimated
to be 2-24 ft., and in the latter case 5-77 ft. In the load
condition and under the above assumptions, the maximum
righting lever is 13 in. and the range 77^ deg.
In order to compare relatively the stability of the design,
curves have been calculated for the two vessels previously
mentioned in connection with the reserve buoyancy. These
are shown in Fig. 8. Assuming the bridge to be intact, it
will be observedthat, while the initial stability is decreased
shghtly, the range is extended.
Scientific considerations and trade conditions are in
agreement as to the desirabiUty of the massing of structural
elements upon the circumscribing walls. Further, if a ship
girder can be deepened, without unduly increasing the
transverse stresses in the structure, economy results.
458
THE MARINE ENGINEER AND NAVAL ARCHITECT
July, iqii.
The deepening of the ship girder by the transverse arch,
and the concentration of heavy material in this vicinity, in
combination with the decrease of vertical span of unsupported
side (in a vessel of the same dimensions and draught), is
the prima facie case for the arch principle. The effects of
redistributing the material and the increase in y, consequent
upon the arch form, are shown in Tables III. and IV. of the
Appendix. Many cases were examined, and at the same
time results for ordinary vessels were obtained. In all cases
the data given are based upon the requirements of Lloyd's
Register. Referring to the moduli of the sections, and, as
is justifiable, comparing these at the weakest sections, they
will be seen to be, for the Three Island type, 5,877, for the
shelter decker 7,670, and for the Ayre-Ballard type 7,602.
Within normal Umits it was found that in the new design
the modulus varied as the depth of arch.
An investigation of the transverse strength, in the manner
put before this Institution by Dr. Bruhn in his papers of
1901 and 1904. has been made. The tables of moments
and the results of the calculation are shown in Tables I. and
II. (Appendix), and diagrammatically in Fig. 9. For
purposes of the calculation, the vessel has been assumed
to be at a draught 3 ft. 6 in. deeper than the loadline. and
to have a uniformly distributed cargo, these corresponding
••c
Tig lo-
V.
to the S, (H + V), C conditions assumed by Dr. Bruhn. The
inertia was calculated for each position, over five frame
spaces, and reduced to the proportion due to one foot length,
thus allowing for bracket web and reverse frame support.
At the deck centre-line pillar support was assumed, on account
of the brackets and girder provided. This is in agreement
with the assumption that, while pillar support is efficient
for the purpose of assisting the beams, it is of practically
no assistance to the double bottom of a single dicker. Diffi-
culty was encountered in arriving at the correct neutral
axis at the upper "corner," which is of similar construction
to that of the Edenor. The bending moment and neutral
axis must be continuous, however, and with this in mind
the curves of these have been plotted as shown. The stresses
are given in the table, and the curves are so plotted as to
indicate the tendency of the structure to deform.
The distribution of shearing force over the cross section
lias been investigated, for the vessels above mentioned and
of the same dimensions, the results being shown in Figs.
10 and 12. In the new design the stress at the neutral axis
is 0-53 ton less than in the case of the ordinary vessel.
Assuming an erection in way of the maximum shearing force,
as shown by Fig. 1 1 , the stresses are practically identical.
In the decision to utilise longitudinal camber in connection
with the transverse arch, considerations included the longi-
tudinal bending moment calculations in order to ascertain
the effect upon the new form. The results are given in Tables
III. and IV. (Appendix), and tlie curves of shearing forces,
and bending moments for the cases examined are given
in Figs. 1 3 to 15. The calculations were made in the standard
method throughout, for the vessels considered, these being
of the same dimensions and displacement as previously
mentioned, and particulars of which are given at the head
of Table III,
r^nijiK^
A B Vessel
3' 6 REvERSSO SHEER ON OECI'
Fig 15
The curves were worked out by integraph, the maximum
ordinate being, in each case, checked mathematically. A
distinct argument in favour of longitudinal camber resulted
from these calculations.
Selecting two cases and again taking the weakest sections,
the reduction in stress is noticeable. Through the hatchway
and in way of the well of the Three Island type, the stress is
10-23 tons per square inch ; in the new design, and with
3 ft. 6 in. longitudinal camber, the stress is 7-61 tons per
square inch, or a reduction of 34-4 per cent. In the shelter
decker, the corresponding stress is 8-39 tons, or 10-34 per
cent, less in the Ayre-Ballard vessel.
In conchision. it is hoped that the above particulars may
prove of interest to the members of the Institution.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
APPENDIX.
459
TABLE I.
Vessel. 318 ft. X46 ft. loj in. X22 ft. i in. plus arch 7 ft. 3 in. Draught assumed. 24 ft.
Uniformly distributed cargo in hold. Effect of webs and reverse frames included.
Preliminary Table.
No.
Moments.
I.
M
Py
Q^-
S
H+V
c
F
0
I
+ 1
•12
473
+ 0
•13
—
—
—
46-4
46-4
46-4
308-1
1,883
2
■25
9-46
•51
—
—
—
3
I -48
I 70
14-19
18-92
I-I7
1-24
—
—
—
4
+ I 70
— 18-92
+ 1-24
—
771
(;
4-20
20-46
1-74
—
—
—
771
606
606
76
76
76
76
6
8-20
2 3 -OS
2-76
+ •03
—
—
6
7
8
+ 1
—8 -20
12-50
i6-8i
— 23-08
23-2
23-2
+ 2-76
2-82
2-82
+ •03
I-I9
5-14
—
—
9
10
2I-IO
23-2
2-82
1575
—
—
2i-43
23-2
2-82
33-98
—
—
28-35
20-85
■80
53-28
— 43
—
4.855
12
28-80
17-20
1-98
66-70
—6-77
—
'3
14
'5
16
28-85
12-85
—6-24
91-15
—25-52
—
5.017
28-90
8-52
— n-o8
128-01
-56-22
—
5.179
28-95
4-32
16-50
177-11
—99-30
— -
5.350
29-00
0
22-53
239-86
—154-81
7.1 10
TABLE II.
No.
Bending Moments.
Foot-tons. 1
Inertia.
y in.
Modulus of
Resistance. In.^
Stress.
Tons per sq. in.
0
-471
46-4
5-98
7-76
7-28
I
— -728
46-4
5-98
7-76
I-I2
2
+ 3-48
46-4
5-98
7-76
5-36
3
4
+ 7-81
308-1
5-98
51-50
1-82
+ 11-56
1.883
16-58
1 1 3-6
1-22
4
+ 11-56
771
30-03
25-67
5 -40 •
5
+ 7-30
771
30-03
25-67
3-41
6
+ 3-66
606
26-83
22-58
1-94
7
— 2-49
76
7-27
10-45
2-86
6-92
8
— 6-04
76
7-27
10-45
9
10
— 2-83
76
7-27
10-45
3-24
+ 7-80
76
7-32
10-38
9-01
1 1
+ 17-64
2.150
29-37
73-20
2-89
12
+ I8-02
4.855
22-36
217-1 1
-99
13
14
+ 1 5 -62
5.017
22-36
224-35
-83
+ 13-17
5.179
22-36
231-62
•68
1 5
+ lO-I I
5.350
22-96
233-01
•52
16
+ 7-51
7.1 10
25-82
1
275-36
•33
Particulars applying to Tables III. and IV.
Dimensions :— 318 ft. X46 ft. loj in. X20 ft. 6 in. draught. Ordinary vessel has a bridge 75 ft. m length New design,
arch erection, 7 ft. 3 in. depth.
Th" standard method of calculation has been followed throughout, the rivets being deducted from material in tension.
For the Hogging condition, the holds are assumed to be filled with a homogeneous cargo bunkers and fresh water tanks empty.
Displacement 6r592 tons. For the Sagging condition, the bunkers are assumed to be filled. Displacement 6.992 tons.
Sheer of the Three Island type and the shelter decker is 8 ft. 6 in. forward and 4 ft. l in. aft. while the reverse sheer on the
new design is in one case 3 ft. 6 in, and in the other 5 ft. 6 in.
460
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
TABLE III.
Hogging Condition.
-
Modulus of
Resistance.
1
£
Stress.
Tons per sq. in.
Ship.
Strength taken through.
Moment
of
Inernia.
y
g
■IS
(U
H
e
0_;
IS.
a =
1°
u
Ayre-Ballard
7 ft. 3 in. arch
3 ft. 6 in. camber'
(longitudinal)
Ayre-Ballard
8 ft. 3 in. arch
5 ft. 6 in. camber
Ordinary Three
Island Vessel
with cargo
in the bridge
Ordinary Three
Island Vessel
not having
cargo in the
bridge
Shelter-deck
Vessel
Complete deck (plain upper corner)
(extended deck)
Through hatchway (plain upper corner)
(extended deck)
Complete deck (plain upper corner)
(extended deck)
Through hatchway (plain upper corner)
(extended deck)
In way of bridge and complete decks .
,, through hatchways
In way of well and complete decks
Do., but including sheerstrake doubling
In way of well and through hatchway .
Do., but including sheerstrake doubling
In way of bridge and complete decks .
,, through hatchways
In way of well and complete decks
Do., but including sheerstrake doubling
In way of well and through hatchway .
Do., but including sheerstrake doubling
In way of complete decks
In way of hatchways
162,922
170,766
151,516
I 54,604
174.512
184,184
162,394
175.148
201,452
183,832
1 11.990
118,812
100,836
I 10,016
201,452
183.832
1 1 1 ,990
118,812
100,836
1 10,016
166,564
151.514
19-99
19-68
20-48
20-33
20-66
20-27
20-15
20-71
20-63
21-21
16-53
l6-05
17-13
16-61
20-63
21-21
16-53
16-05
17-13
16-61
18-93
19-76
8.152
8,685
7.400
7.602
8,450
9,098
8,060
8,460
9.751
8,660
6,770
7,400
5.877
6,615
9.751
8,660
6,770
7,400
5.877
6,615
8,800
7.670
57.871
56,678
60,134
64,320
64,320
7-II
6-67
7-83
7-61
6-71
6-24
7-04
6-70
6-17
6-96
8-89
8-14
10-23
9-09
6 -60
7-45
9-56
8-70
IO-95
9-63
7-31
8-39
371
3-64
3-79
3-77
3-49
3-43
3-93
3-46
3-66
3-82
4-84
4-81
S-02
4-88
3-91
4-08
5-17
5-15
5-37
5-22
4-30
:4-37
TABLE IV.
Sagging Condition.
Moment
of
Inertia.
y
"o 6
SiS
1
Stress.
Tons per
sq. In
Ship.
Strength taken through.
a
c
pa
a
0 .
1%
IS
0
II
Ayre-Ballard
'7 ft. 3 in. arch
3 ft. 6 in. camber
(longitudinal)
Ayre-Ballard
8 ft. 3 in. arch
5 ft. 6 in. camber"
■
Ordinary Three
Island Vessel
with cargo
in the bridge
Ordinary Three
Island Vessel
not having
cargo in the
bridge
Shelter-deck (
Vessel ■(
Complete deck (plain upper corner)
(extended deck) ..
Through hatchway (plain upper corner)
,. ' (extended deck)
Complete deck (plain upper corner)
(extended deck) . .
Through hatchway (plain upper corner)
(extended deck)
In way of bridge and complete decks . .
through hatchways
In way of well and complete decks
Do., but including sheerstrake doubling
In way of well and through hatchway . .
Do., but including sheerstrake doubling
In way of bridge and complete decks . .
through hatchways
In way of well and complete decks
Do., but including sheerstrake doubhng..
In way of well and through hatchway . .
Do., but including sheerstrake doubUng. .
In^way of complete decks . .
,, ,, hatchways
165,790
172.926
155.412
158,274
177.588
186,360
166,454
178,912
199,798
182,618
113,448
120,872
103,380
111,654
199,798
182,618
113,448
120,872
103,380
1 1 1,654
165,072
151.954
17-426
17-07
17-98
17-85
18-03
17-58
17-59
18-01
17-95
18-95
14-34
1379
15-03
14-43
17-95
■ 8-95
14-34
1379
15-03
14-43
16-41
17-10
9.504
lo,i2e
8,650
8,880
9,850
10,600
9.478
9.925
11,115
9,645
7.910
8,780
6,880
7.736
II. 1 15
9.645
7.910
8.780
6,880
7.736
10,050
8,880
29.
29
23.
900
920
950
3-15
2-95
3-46
3-37
2-69
3-II
'3-78
'3-41
4-35
3-87
2-15
2-49
3-03
2-73
3-48
3-10
2-38
2-70
2-34
2-31
2-39
2-37
2-22
2-28
2-95
2-9[
3-04
2-98
1-79
1-83
2-36
2-33
2-43
2-39
1-98
2-05
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
461
SCOTTISH EXHIBITION OF NATIONAL
ART AND INDUSTRY.
Alanine Exhibits.
(Conlinued from page 421^.
III.
IN a stand of considerable dimensions, Mr. Ch.^s. McNeil,
of Kinning Park Ironworks, Glasgow, makes an attrac-
tive and well arranged display of the specialities in
steel hydraulic stampings and forgings for which he has
for many years had unequalled reputation, and which are
so widely and favourably known in engineering circles
both on sea and land. While items in the way of man-
hole and sludge doors for boilers and ballast tanks, also
weldless steel ladles for iron-founders and chemical works,
weldless steam domes for boilers and locomotives, and
stamped steel pistons are all in evidence in the grouping,
attention is specially arrested by items of large dimen-
sions and less obvious purpose. Disposed horizontally
and vertically on the stand are a number of curved plates
forming the tube receiving section of " steam " and
"mud" — or upper and lower-drums in water-tube boilers.
One of these, laid horizontally on the stand, 20 ft. 3 in.
in length by i^ in. thick, is the tube receiving portion of
a mud drum for a double-ended Yarrow water-tube boiler.
Other like items are the tube receiving portions of steam
or upper drums of the Varrow and other water-tube boilers.
In addition to shaping these by hydraulic pressure the
McNeil firm shape away the longitudinal edges for the
proper connecting of the wrapper plate which completes the
drum, as well as the end edges for receiving the embossed
ends of drum. The latter, containing McNeil's patent
door and saddles are also shown in various sizes and
shapes on the stand. These tube plates, and flanged and
embossed ends with patent doors, for upper and lower
drums of water-tube boilers have been supplied to most
of the Admiralty contracting firms in this country, and
form part of the boilers on board a great number of the
cruisers and torpedo-boat destroyers built for the British
and other navies within recent years. The firm's circu-
lars give the names of between 30 and 40 vessels having
their boilers so fitted, and these and other specialities
have been shipped to various continental powers, as well
as to Japan and China. Other items on this interesting
stand which specially appeal to marine engineers —
although from the point of view of good work many items
not named are quite as attractive — are stamped steel tur-
bine discs which are made from 3 ft. to 5 ft. diameter :
stamped steel skylights for ships' engine room ; and
hydraulically forged steel pistons which are made in sizes
from 3 in. to s ft- in diameter. From information gathered
at the stand it would appear that marvellous as are the
manufactured samples shown, as regards dimensions,
shape, and flawless contour — the plant at Kinning Park
Iron Works is capable — or being made capable — of deal-
ing Avith still heavier and more complex work. Steel
foundry ladles, for example, which are presently made up
to 3-ton capacity out of circular plates S ft. diameter, will
in a short time be dished out of solid steel discs of 12 ft.
diameter and have much increased capacity. The
straightening of steel slabs as received from the maker's
rolls is now undertaken at the McNeil Works, by which
means a considerable saving is often effected through
reducing the surplus needed for machining the work to its
proper form.
Messrs. Bi'i.l's Metal &- Melloid Co., Ltd., Yoker,
in an attractive stand exhibit a variety of examples of
their specialised manufactures and samples of the metal-
alloys for which they are so renowned. A conspicuous and
important item is a full-sized model of the solid bronze pro-
peller supplied to the Allan Liner, Pretorian, four years
ago. This casting, which at the time was by far the
largest and heaviest solid bronze propeller made, had a
diameter of ig ft. 6 in., and a weight of 115 tons; and
its successful use in the Pretorian no doubt encouraged
the change to solid propellers in connection with the large
Cunarders. On the Pretorian it replaced a "built"
bronze propeller of another make ; and the speed improve-
ment realised was fully one knot. This success led to
further orders from the Allan Line in connection with
their s.s. Hesperian — in this case also an improvement
in speed resulting of fully half a knot — and their s.s.
Grampian, etc. Another exhibit representative of special
productions which the company are being increasingly
called upon to supply to shipowners and ship-builders is
a full-size bronze propeller blade whose special feature is
a flange of oval form instead of the usual round form.
The oval flange allows of a smaller boss being used than
that required for the ordinary circular flange, but with-
out reducing strength. lilades of this design mean a
saving of about 20 per cent, in weight carried by the
shaft and a reduction of about 20 per cent, in cro.ss sec-
tion through the boss, both of which facts are contributory
factors of importance as regards improvement in speed.
The Bull's Metal Co.'s stand also contains a variety of
samples of Bull's metal and melloid bars for bolts and
nuts, valve spindles, pump rods, etc., rolled at Yoker
Mills, which are the only brass rolling mills in Scotland.
The tensile strength of these metals run as high as 40
tons, and melloid has further exceptional qualities at high
temperature, maintaining the strength of steel up to about
700 deg. F. Various samples are also shown of Bull's
metal forged in the form of pump spindles, pump rods,
and forged propeller blades for torpedo destroyers. Various
samples are also shown of ornamental castings and
repousse work in melloid and bronze, productions of this
class being a new department of the company's work at
Y'oker.
Messrs. W.mles, Dove & Co., Ltd., Newcastle-on-Tyne,
the patentees and sole manufacturers of " Bitumastic "
enamels, coverings and solutions for the prevention of
corrosion in iron and steel, and the protection and preservation
of wood, at a compactly arranged stand displav samples
of the application of their well-known specialities. On the
model of a vessel's midship section, as well as on a model
workshop with smoke stacks, a representation is clearly
given of the coating of ship and shore structures with their
different " Bitumastic " specialities for anti-corrosion and
protection. There is also shown a small-scale model of ship's
steel deck-plating flushed up and levelled with patent
" Bitumastic " deck covering, similar to that applied success-
fully to the promenade, shelter, upper, main and lower
decks, etc., of the Cunard Co.'s Mauretania and other liners.
The advantages attaching to the use of this material in place
of wood decks are : — There is no piercing of decks with deck
bolts ; more head room is given in 'tween decks : weight is
saved : steel work is efficiently protected : it is cheaper
and more durable than wood ; and corticine, rubber tiling,
and parquetry are easily laid on. In addition, there is more
perfect sanitation, more air space : and there is no accumu-
lation of foreign matter, as is usual, under wood decks. Proof
of the effectiveness of " Bitumastic " enamels is here illus-
trated by the condition of iron bolts after submersion in a
chemical solution. The parts not coated with " Bitumastic "
enamel are badly corroded by the acid, but the remaining
portions show no sign of deterioration, the enamel being
absolutely unaffected. This firm's whole business is the
manufacture of " Bitumastic," its great success having
made it known all over the world. Apart from executing
very large orders on board such important liners as the
Mauretania and Liisitania. this firm's latest advance is the
application of " Bitumastic " to all valuable steel and iron
structures and plant on land, such as bridges, water tanks,
refrigerating plant, roofs of buildings, etc.
Messrs. Matthew Keen.\n & Co., Ltd., whose Glasgow
works are at So, Great Wellington Street, put on exhibition
-amples of their specialities in non-conducting materials
and compositions. Of perhaps special note is their patent
non-conducting vegetable pulp composition for covering
boilers and steam pipes working at high pressure, w-hich has
been applied for many vears to high-class steamships, in-
cluding all the ships built by the P. & O. Co. for the last
half century. Other items shown are samples of Magnesia
Sectional Covering for steam pipes working at medium
pressure, and for exhaust pipes ; fossil meal composition,
very extensively used for covering boilers and steam pipes ;
and asbestos millboard felt canvas used for covering steam
and exhaust pipes. Covering materials, for fitting in sections,
in Keenan's composition — felt, cork and asbestos — are in
evidence ; as are also samples of asbestos — rope canvas —
462
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
covering and asbestos mattresses, the latter of which, as is
well-known, are often used for insulating boiler-bottoms.
These mattresses are made in hand-sections and can easily
be removed and replaced.
Messrs. Reid, McFarlane & Co., Ltd., Hyde-Park St.,
Glasgow, in an effectively grouped stand, show some of the
latest forms of insulation as adopted in the British and
Foreign Navies ; the merchant marine ; in power-houses of
factories, collieries, electric light stations, shipyards and
other industrial works. Various forms of plastic non-
conducting covering for steam boilers and pipes are shown,
such as diatomite or fossil meal composition and asbestos
composition ; also a large variety of sectional coverings in
maxonite, fossil meal, asbestos, fire-felt and magnesia.
Other classes of covering shown are asbestos-millboard,
hair-felt sewn up in canvas, asbestos-rope lagging sewn up
in canvas or in asbestos cloth, asbestos mattress lagging
coverings for flanges, either in asbestos-mattresses, galvanized
sheet-iron boxes lined with non-conducting material, or
planished steel boxes lined in a similar manner.
The coverings above mentioned are principally used in
connection with the insulation cff heat ; but for the insulation
of cold and sound the firm show their preparations in "Lantos"
compressed granulated cork. These are in panels of various
sizes, cut to suit positions in bricks of standard size suitable
for forming partitions, also covered with plaster, tongued
and grooved to fit together, suitable for partitions in buildings
and elsewhere. For covering ice, water, brine or ammonia
pipes in connection with refrigerating plants, " Lantos "
cork sections are made, to fit any size of pipe and to any
thickness, protected outside with special bitumen composition
impervious to air and moisture. " Lantos " cork bath-mats,
life-buoys, etc., are also in evidence.
Messrs. J. A. Rudd & Co., engineers and machinery
merchants, Glasgow, at a large stand make efiective display
of various machines and apparatus for which they are the
agents, marine items being conspicuous. Morrison's Evapora-
tor for marine engines is too well-known to need more than
simple mention, but the type shown is an entirely new
design, approved by the Admiralty and known as the vertical
radial type.
The contraflo winch condenser has already been fitted to
a large number of steamers, and is making great strides in
popularity. Its sectional design makes drainage perfect and
constant, and succeeding sections come into operation auto-
matically as the amount of steam to be condensed increases.
It is scarcely necessary to say anything at this time of day
about the necessity for winch condensers. That is admitted,
and it only remains to make a wise selection. The one
c-xhibited is certainly very compact and highly efficient.
It is shown with a simple but ingenious grease extractor,
the effectiveness of which is vouched for by the makers —
Messrs. Richardsons, Westgarth & Co., Ltd. — who are also
the makers of the pulsator drain traps shown in the same
stand.
The Cochran Boiler figures largely on this stand, both in
photos, models and literature. It is a general favourite both
for land and marine work, and for design and excellence of
workmanship.
Messrs. Matthews & Yates, Ltd., Swinton, Manchester,
on stands Nos. 432-3 in Kelvin Hall, exhibit a number of their
well-known cyclone specialities. A prominent feature in
the display is a small-size cyclone dust plant comprising
essentially a cyclone centrifugal fan, cyclone separator and
connection trunking. This convincingly demonstrates how
light material can be collected and then deposited where
desired by the use of air as a conveyer. Plants of this type
are now extensively used in saw mills, joinery works, textile
works, etc.. all over the world. Cyclone-induced draught for
boilers is exhibited in model form, from which it can be seen
how conveniently this system can be applied to existing
boiler plants. Near at hand is an actual cyclone-induced
draught set, composed of a centrifugal fan direct-coupled to
a cyclone motor. A cyclone electric blower, suitable for
the high pressures required in cupola and forge work, is an
item on the stand attracting close attention. It is con-
sidered by the firm one of its greatest successes. ' A range of
cyclone electric fans, suitable for direct and alternating
current, make an interesting show, while special attention
may be directed to the cyclone motor. This item suggests
at once'to the practical eye a machine combining rigidity
and strength of design with a pleasing appearance.
Within an asbestos - lined liouse, an exhibition of the
capabilities of the cyclone acetylene generator and welding
blow-pipe is given. This form of using the combined oxygen
and acetylene process of welding and cutting metal is not
yet fully understood by those to whom it would be an immense
boon. The enterprise of Messrs. Matthews & Yates m tjiving
such a public display of its capabilities and universal use
cannot fail of due appreciation.
CHEMICAL, ENGINEERING AND
INDUSTRIES EXHIBITION.
THIS exhibition was held in the Agricultural Hall,
Ishngton, from May 13th to 27th. Among the
exhibits were several of interest to marine engineers,
which we may briefly refer to. Messrs. Houghton showed
specimens of their cast-iron chests for cocks and valves,
packed with their special thread white metal packing, of
which samples were on view, also specimens of their special
iron, suspended in different kinds of acids to prove its
capability of resisting the action of such and of its fitness
for work in connection with the manufacture of chemicals,
or where these are used in various processes — refrigeration
and other. Messrs. Bennet Lawes & Co. had a good stand,
where were shown illustrations of their special cement applied
to iron for preservative purposes, to prevent rust and
deterioration on rails, girders and other structures exposed
to wet and moisture ; non-conducting cement for pipes of a
hard and durable nature, etc. The other manufactures of
this firm are tartaric or citric acid, cream of tartar and
carbonic acid gas. Messrs. Townson & Mercer showed an
excellent assortment of their analysis and testing apparatus.
Messrs. Read, Hohday & Son had a very interesting stand,
illustrative of the distillations from coal tar, with the various
colours derived therefrom. A model Ughthouse was used to
display the different colours by means of manufactured
yarns — red, orange, yellow, green, blue, indigo and violet.
Lighting and welding were illustrated and the latter process
demonstrated by Carbic Ltd. By the use of Carbic Cakes,
it is claimed that high purity of gas can be obtained, making
it of great value both for illuminating and for oxy-acetylene
welding. Messrs. Watson, Laidlaw & Co., Glasgow, were
represented by their well-finished centrifugal machines.
The ventilating system and apparatus for purifying the air,
the production of ozone and the sterilization of water shown
by Ozonair Limited were well displayed. The economic
value of recording instruments for registering continuously
the analysis of flue gas, so that stoking may be raised to a
fine art by observation of the indicator, was proved by
demonstration at the stand of the Auto-Recorder Co. A
sample of fire-bars after four years' service was also on view
at tliis stall in connection with a special system of draught
furnace. Messrs. W. H. Bailey & Co. exhibited specimens
of their manufactures, pumps, valves and cocks ; vacuum
pumps of highest efficiency ; steam pressure recorder and
diagram to show the variations during working hours ; water
gauges and other engine and boiler fittings. Messrs. J. &
P. Hill, Sheffield, showed very effectively the Galloway-Hill
patent furnace, designed for the best possible conditions of
obtaining the highest value in the combustion of fuel and
ehmination of smoke. Samples of fire bars wliich had been
in use for several years unimpaired were also shown. During
; the exhibition a lecture was given each evening, the subjects
i chosen embracing the principal exliibits on view. These
I lectures were of high educational value and were well attended.
A band discoursed pleasant music in the Hall and added to
the general attraction.
Metallic Packing for the " Olympic " and " Titanic."
— All piston rods and valve rods of the main engines of the
Olympic and auxiliarv engines are fitted with metallic packing
made by the United States Metallic Packing Co., Ltd., of
Soho Works, Bradford. The Company's metallic packing
is also to be supplied for the auxiliary engines of the Titanic,
launched on the 31st May last at Belfast.
July. 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
463
REVIEWS.
The Design and Construction of Ships. By John Harvard
Biles, LL.D.. D.Sc, London. Charles Griffin & Co.,
Lta. 25b. nett.
This book is the second volume of the work which was pro-
mised when the first volume was published. It was originally
intended to have completed the work in two volumes, but
the rapid growth of material and the decline of available
time has determined the author to publish this second volume
somewhat in advance, and leave the remainder of the subjf ct
to a later volume. The present volume comprises 423 pages
of letterpress and 316 illustrations, including four folding
plates, and deals with the subjects of stability, resistance,
propulsion and the oscillations of ships. We congratulate
the author on his frankness and justice in paying tribute to
those who in the past laid the foundations of the methods upon
which eminent naval architects have built up the exact science
of the subject as understood to-day. It is pointed out that
the laborious calculations of former years can now be avoided
by the use of such instruments as the planimeter, the integ-
rator and the integraph, thus enabling a much less highly
skilled class of calculator to undertake the work with good
results. With regard to the oscillation of ships this i^ the
least fully developed of the four divisions of the volume, and
the extreme cases dealt with by the elder Froude are only
dealt with — ist, where the periods of the wave and the ship
equal one another, resulting in excessive rolling ; 2nd, where
the ship's period is indefinitely great compared with that
of the wave, resulting in the ship remaining upright ; and 3rd,
where the ship's period is indefinitely small compartd with
that of the wave, in which case the ship's mast follows the
wave normal. It is pointed out that the first is very unusual
and the second and third are unreal cases. The intermediate
conditions have not been investigated thoroughly, though
at sea many of them have been practically experienced in all
kinds of ships. We are sure that the second volume will be
appreciated by those for whom the bock is written and the
issue of the third volume will be looked forward to with
much interest and expectancy.
Engine-Room Practice. By John G. Liversidge. London :
Charles Griffin & Co., Ltd. 6s. nett.
This work was written as a treatise on the practice as fo the
handling of machinery particularly on brard^hip It con-
tains very largely the methods of treatment a.' adop'cd in
the Royal Navy. In the several editions alread\ published
novel points have been introduced, for examp'r in the fifth
edition the management of water-tube boileis was inch ded,
while in the i-ixth the question of maintenanct of such boilers
was dealt with. The present edition, which is the sevenlh,
has a useful addition by the introduction ol som.e useful
notes on oil fuel based on the results which have ncenily
been obtained. This particular section deal^ wilh the flash
point, the composition and calorific value of oil fuel, as w. 11
as the methods of stowing and burning same Infoimation
is given as to the testing of oil fuel heaff rs in order to dete t
leaks, and also the procedure for a.-certamirj the condition
of the filters Although the treatment in tht va'iou-^ cases
may differ from that which experience in oth( i directirns has
been .shewn to be desirable, this does rot detract from the
bock in anyway, but on the contrary ma\ lead to an inductive
train of thought in the reader as to I hi difference of cause
and effect in the different cases We know of no more com-
plete treatise on the -.ubject than thi> book, and fed sure
that It-. v;Hli;e wi'l te appreciated in th< future to an even
greater extent than in the past.
Testing Materials. By C. A. M. Smith, M.Sc. 6s.
nett. I^ondon : Messrs. Constable & Co., Ltd.
This is essentially a book for students of colleges, though
the author expresses the hope that some portion may be of
service to engineers engaged in practice, to interest them
in experimental work. The experience gained in four
colleges, and a works' testing department, has led the
author to believe that the great importance of experimental
work is not sufficiently recognised. The arrangement of
experiments in this work is of a general description, and
it is pointed out that each instructor is the best judge of
what suits the plant and the students, though in Chapter
XII. a list of experiments is given, which may be found
useful to those who are commencing to organise a labora-
tory course. The illustrations have been specially made
for the purposes of the book, in order that the details of
the apparatus may be made clear to the readers. After
the opening upon the general properties of materials, the
following chapters deal principally with machines for
testing materials under tension and compression and
further many strain measuring instruments are illustrated.
Photographs of the actual form of the fractures of wrought
iron and mild steel in tension, and the fractures of cast
iron under compression are included and also illustra-
tions of the fracture of cast iron specimens in pure torsion.
An excellent chapter on torsion testing is given, which
gives diagrams of the ultimate torsion tests of many dis-
tinctive bodies up to breakdown. The testing of timber
is not neglected, there being many tabulated results
applicable to almost any sample of timber. In the appen-
dices there are included discussions upon research sub-
jects, which are well fitted for the attention of advanced
students.
Electric Wiring, Fittings, Switches, and Lamps. By
W. Perren Maycock, M.I.E.E. 6s. nett. 4th edition.
London : Whittaker & Co.
This work is especially of use for those who are actually
engaged in electrical work, but it is also excellent read-
ing both for the student and for the general reader who
wishes to gain some knowledge of the subject. The
volume opens with a definition of how a current of elec-
tricity is formed, and this is followed by details of
switches and fuses, taking up the arrangement of " three
wire" and "double three wire" services. Then comes
the transformer and its method of action, and finishes with
excellent diagrams of " automatic transformer switches,"
and the battery charging booster. A full chapter is
given to lamps with their small switches, ceiling roses,
and plug connections, whilst their circuits are definitely
explained. The Nernst lamp and the mercury vapour
arc lamps are well explained and illustrated. An excel-
lent chapter upon signs, heaters, motors, and wiring sys-
tems is given, showing all the heater systems with excel-
lent diagrams of these devices and finishing up with a
full description of "heavily armoured" and "twin flex-
ible" wirings. The volume finishes with a full descrip-
tion of bell, telephone, alarm, and clock circuits, and
finally with tests, the whole work forming a most excellent
text book.
The Pocket Book of Refrigeration and Ice Making.—
By A. ]. Wallis-Tayler. 3s. 6d. nett. I9ir. London:
Crosby Lockwood & Son.
This is the fifth edition of the work which was initially
published in rgo2, when the progress in the development
of the particular subject was in a fairly advanced state,
and it is distinctly interesting to note that the utility of
the work has been appreciated to such an extent as to
warrant the issue of a fifth edition of an enlarged char-
acter. This edition has been revised and brought up to
date, and in addition to the inclusion of a considerable
amount of most useful matter there are a number of fresh
illustrations. The general heads under which the sub-
ject has been treated may be summarised as follows :
Refrigeration in general; cold storage; ice making and
storing ice ; insulation ; testing and management of refri-
gerating machinery and general memoranda ; tables and
other matter appertaining to the subject. So important
has this subject become that there is a considerable amount
of specialization undertaken, and in some countries dip-
lomas are issued to properly qualified candidates for suc-
cessfully passing an examination, and in this direction
the book is particularly useful to intending candidates.
As a pocket book to users of refrigerating plant it is, of
course, of the greatest possible value having regard to its
comprehensive character.
The Naval Annual, 1911. Edited by the Hon. T. A.
Brassey. Portsmouth : J. Griffin & Co. 12s. 6d.
nett.
This is the twenty-fifth issue of what has always been the
leading yearly publication dealing with the navies of the
world. It marks no departure either in form or policy
from its predecessors, the main features being again in
the hands of the same contributors that have for many
years past co-operated with Mr. Brassey to make the
Naval Annual not only a trustworthy source of information
I and work of reference about warships, but an impartial
464
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July. igii.
and reliable guide ' of naval and public opinion. This
latter function is fulfilled by the articles in Part I., which
deal on this occasion with German Naval Administration,
the Tactics of Trafalgar, the progress of the " Dread-
nought Era," Mercantile Auxiliaries, and with the
Declaration of London. Mr. John Leyland, who writes
upon the first-named topic, has given an admirable expo-
sition of the principles of administration which have had
such a striking result in the creation of the new German
Navy. The chapter on Trafalgar Tactics, by Mr. J. R.
Thursfield, is in the nature of a reply to another his-
torian, Mr. Julian Corbett, with whose views Mr. Thurs-
field is " diametrically at variance," while in that on
"The Dreadnought Era: A Period of Naval Progress,"
Commander (.'. N. Robinson describes the evolution of
warship types since the Dreadnought was designed, re-
marking that " there will be quite as much difference
between the King George V. and the original Dread-
nought, with only five years between them, as between the
King Edward VII. and the Royal .Sovereign, although
nearly three times that period elapsed between the dates
upon' which these two latter vessels were laid down."
■' Mercantile Au.\iliaries " is the title of a short paper
by Lord Brassey which is of moment in view of the likeli-
hood of the Declaration of London being ratified. Upon
this latter important question, the Annual has two articles.
In the first. Admiral Sir Cyprian Bridge shows how the
Declaration concerns the Navy. Me points out what is
frequently overlooked, that the Declaration deals with
questions that may arise, not between two belligerent
Powers, but between a belligerent on the one hand and a
neutral on the other. The other article, by Mr. Leyland,
is more of the character of an analysis of certain provi-
sions of the Declaration, and equally with that of Sir
Cyprian Bridge it will be found of value by all. Lastly,
there is the usual chapter on marine engineering from
the pen of Mr. Alexander Richardson, this year entitled
"Oil Engines versus Steam Engines." The information
contained in this chapter is very full and up-to-date. The
statement made by the writer that the Admiralty are con-
sidering a proposal to fit an old 20-knot cruiser of the
Latona class with a Vickers heavy oil engine of consider-
able power, with an air compressor to supply air for
manoeuvring and for assisting the engine to reverse, is
significant. The intention is apparently to fit such an
engine in place of one of the twin steam engines, and
thus to enable a thorough trial of the two systems to be
made in one vessel. In Part III., devoted to Armour and
Ordnance, an account is given of the progress made in
the application of the Simpson weld to armour plate manu-
facture, and there are also the ballistics of the new
13.5 in. and 14 in. guns under construction, while some
important particulars of trials in foreign countries have
been brought together. The statistical tables in Part II.
of British and foreign warships, with the plans by Mr.
Barnaby, and the illustrations by Mr. W. F. Mitchell,
call for little notice, but they also help to make the Naval
Annual an indispensable work for all who have to do with
the Navy and naval affairs.
City Engineering Ac^^demy. — The old students of the
City Engineering Academy, 4 and 5. Aldgate Higli Street,
London, City, will be pleased to hear that the principal,
Mr. A. E. Battle, again scored well with his students at the
extra examination, securing two out of the total three London
passes. Mr. Battle had also notice of the appointment of
one of his students as Board of Trade surveyor as a result of
the examination held this year. The two results coming
so close together is certainly very gratifying to all concerned,
and speaks well for the maintenance of efficiency at that
institution.
The Lasting Power of Driving Belts. — Those who have
suffered stoppage of their machinery owing to the failure of a
driving belt know by irritating experience the value of having
a reliable material with good lasting properties. It was noted
in a previous issue that the Dermatine Co , Camberwell,
London. S.E., gave special attention to the manufacture of
belts, and as a proof of their success in this speciality pointed
to a belt in their works which had been in use for nearly thirty
years. This was the main driving belt in their factory at
Camberwell, and it has now been replaced after all tliese years
of active service The new belt is of the same standard
material, two feet wide, the length being fully loc feet.
Industrial and Trade Notes.
THE CLYDE AND SCOTLAND.
{From our Own Correspondent.)
Record Anchor Liner. — The well-known shipbuilding and
engineering firm of Messrs. D. & W. Henderson & Co., Ltd.,
of Meadowside, Partick (formerly and for many years occu-
pied bv Messrs. Tod & Macgregor, who in shipbuilding
annals have been called " the fathers of iron shipbuilding
on the Clyde "), on May 27th launched their record vessel
as to size ; and provided their good customers, the Anchor
Line, with their largest and finest Atlantic passenger ship.
This was the twin-screw 10,500 ton steamship Cameronia,
the last of a quartette of similar express passenger steamers
running between Glasgow and New York. The vessel will
be found described in our Launch columns.
Speed Trials of New Vessels. — The Clyde measured mile,
off Skelmorlie, has formed the arena of extra activity in speed
and other trials of naval ships for the past month or six
weeks. Torpedo destroyers produced both by Clyde and
other British builders, have been much in evidence, includ-
ing the H.M.S. Brisk, built by Messrs. John Brown & Co..
Clydebank. In the neighbourhood of the " mile " and over
wider stretches of the Firth, larger naval units, in the shape
of H.M. armoured cruiser Falmouth, built by Messrs. Wm.
Beardmore & Co., Ltd., Dalmuir, and the Greenock-built
Dreadnought, Colossus, have also been trying their paces.
On Saturday, lOth June, the Falmouth was boarded by a
navigating party from th? South of England and proceeded
down the Firth for a thirty-hours' continuous steaming trial at
various speeds, including the contractors' twenty-four hours'
continuous steaming trial. On her return, she proceeded, on
June 1 5th, on her eight-hours' full-power steering and circling
trials ; and is now in her builders' wet dock for finishing
touches.
New Contracts. — The London and Glasgow Shipbuilding
and Engineering Co., Govan, have been entrusted by the
Admiralty with the contract to build and engine a new
destroyer depot ship. The vessel is understood to be pretty
much hke the Maidstone, which is being built by Scott's
Shipbuilding and Engineering Co., Greenock, to attend on
submarines. The new vessel is to displace 3,600 tons at
load draught, and she will have propelling machinery of
2,800 i.h.p. Like all the fleet auxiliaries being constructed
for the Royal Navy, the London and Glasgow Co.'s ship is
to be built 'to Lloyd's rules, a fact which applies not only to
this new ship, but to the Maidstone at Greenock, the
Adamant and Electro at Birkenhead, the surveying ship at
Barrow, and the Watchful and several steam trawlers at
Aberdeen.
The Fairfield Shipbuilding and Engineering Co., Govan,
have also received from the Admiralty the contract for a
medium-sized vessel which will go towards still further
augmenting the fleet auxiliaries above mentioned. This
vessel, although not costing very much, as Admiralty con-
tracts go, will, It is l)clieved, be of a very interesting character
and will be specially equipped for surveying purposes.
Messrs. Mackie & Thomson, Govan, about the end of May
received contracts to build four steamers of fair size — two
for foreign owners and one for Colonial owners, and also a
single-screw steamer for the General Steam Navigation Co.,
London.
Messrs. Ritchie, Graham & Milne, Whiteinch, amongst
other orders lately received, are proceeding with one for a
steel barge of extra strength of structure intended to carry
cargo, in pieces of 130 tons each. This craft is to the order
of a British firm.
Messrs. John Brown & Co., Ltd., Clydebank, from whose
stocks a splendid addition to the Orient Line fleet — the
Orama of 10,000 tons — was sent off on June 27th, are engaged
fitting out two fine steamers — the Argyhshire and the Shrop-
shire— for the Federal Steam Navigation Co. , London. These
vessels, which are each of 11,000 tons, are to be employed
in the .Australian meat trade, and have very extensive and
specially fitted accommodation and refrigerating plant for
this purpose. The first to be completed — the Argyhshire,
will proceed on trial shortly.
July, 191 i.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
465
Messrs. Fleming & Ferguson, Paisley, have received Ironi
the Tyne Improvement Commission a contract for a non-
propelling, centre-ladder, barge-loading dredger. The dredger
will be capable of dredging in stiff clay to a ma.ximum of
45 ft. below water level at a rate of not less than 200 tons
per hour, and at the same depth at a rate of not less than 400
tons per hour when working in sand or mud. The vessel
will be used in connection with tlie deepening and widening
of the river Tvne.
The Clyde Shipbuilding and Engineering Co., Ltd., Port
Glasgow, are at present lengthening the Elder-Dempster
liner, Miirajt, which was built by them in 1904. She is
having about 30 ft. added to her present length of 350 ft.
The work is e-vpccted to occupy from six to eight weeks.
Messrs. Wm. Denny & Bros., Dumbarton, early in June —
following upon the departure from their tidal dock of the
new Channel turbme-steamer Riviera — launched from the
stocks the twin-screw steamer Renticern for the New Zealand
Shipping Co., of London. In the one case the vessel repre-
sents the speediest passenger steamer yet built by the firm,
and in the other the largest and heaviest ever launched into
the waters of the Leven.
Messrs. Murdoch & Murray, Port Glasgow, about the end
of May. obtained a contract to build a steamer for service
on the river Amazon. The vessel will be fitted for passengers
and cargo, and will be one of the largest yet built for the
Amazon service. Triple-expansion engines will be supplied
by a Glasgow firm.
The Greenock and Grangemouth Dockyard Co., about
the end of May, contracted to IniiUl for ,\\istralian owners
two steamers each 350 ft. in length and capable of carrying
6.600 tons, the engines for which will be supplied by a Greenock
engineering firm. These, together with other orders, booked
earlier in ^Iay, inciiase the w-ork in hand by about 20,000 tons.
The Ailsa Shipbuilding Co., Troon, have received an order
from the Clyde Trustees for a new paddle tug at the price of
^10,970 to take the place of the Trusts' well-known paddle
tug Clyde, which, after over fifty years' service, is about to
be put on the retired list.
Messrs. Alley & McLellan, Polmadie, have booked orders
for a paddle liarge of 30 tons and a steel cargo lighter of
500 tons, both for foreign owners.
Irvine Shipyard. — The ground on which Irvine shipyard
formerly stood has been purchased for clients by Messrs.
Biggart, Lumsden & Co., solicitors, Glasgow. The clients
are prominently associated with shipping and shipbuilding,
and on the ground acquired it is intended to lay out a ship-
yard with up-to-date features for the building of medium-
sized ships. The yard and launching facilities, it is stated,
are capable of being extended at comparatively little trouble.
for tlie purpose of building .ind launching vessels up to
300 ft. long.
Fairfield Crane and Sheer-legs.— The Fairfield Shipbuild-
ing and Engineering Co., Ltd., Govan, whose new 300-ton
hammerhead crane, which was built by Sir Wm. Arrol & Co.,
is now fully available, are disposing of their old sheer-legs,
the dismantling of which was the first real work done by the
new mammoth appliance. The sheer-legs have done good
work in their day, putting the engines and boilers into many
notable ships, but they are not the least bit the worse of
the many years' wear, and far too good to scrap. They have
been made into sections and packed up for shipment to a
smaller yard at Sorel on the St. Lawrence, where thev will be
re-erected and begin a new lease of life.
Dock Pumping Machinery.— Messrs. Drysdale & Co.,
Bon--\ccoriI Works, Voker, are supplying to the Wick Har-
bour Trustees, lor the new graving dock being constructed
there, a steam engine and centrifugal pump at a cost of
ISii. Operations at the dock are practically awaiting the
installation of the pumping machinery, and this will be
supplied with despatch. The contract to supply pumping
and hydraulic machinery required at Rosyth Naval Base has
been secured by Messrs. Fullerton, Hodgart & Barclay,
engineers. Paisley.
Clyde Graving Docks. — Exhaustive repairs to the older
of the two graving docks at Troon have just been completed
by the Glasgow and South-Western Railway Co., who are
responsible for the maintenance of the harbour facilities
at this old Ayrshire port. New dock gates of steel construc-
tion have been substituted for the old wooden gates, and
this work has been carried out bv Sir Wm. .\rrol & Co..
Glasgow, while the rock excavation and concrete work have
been in the hands of the railway companv's own workmen.
This old dock at Troon, and the still older dock at Port
Glasgow— the dates of construction being 1810-13 and 18 17
respectively — were long the largest graving docks in the West
of Scotland, and prior to the opening of a first graving dock
at Glasgow Harbour by the Clyde Trustees in 1875 were
often requisitioned by Glasgow and Greenock shipowners for
repairs to their largest vessels. The subsequent construction
of larger docks by the Clyde Trustees in i886 and in 1898 as
well as private docks even earlier by Messrs. Tod & Macgregor,
at Partick, Scott & Co,, Greenock, and Caird & Co,, Greenock,
rendered it unnecessary for vessels trading to Glasgow to go so
far alield as Troon for overhaul and repair. Now, with all
the facilities of this kind in existence on the Clyde and the
West Coast of Scotland, there seems to be no plethora of
graving docks, and the need that has long been felt for a
dock of immensely greater capacity than at present existing
is about to be provided for by the Clyde Trustees at Renfrew.
THE TEES AND HARTLEPOOLS.
( From our Own Correspondenl.)
Whitby.
Messrs. Suggit, Forth & Co. have recently sold the s.s. Vera
of 2,391 gross tons and 3,700 deadweight to Messrs. Arthur
Richter & Co., Biltic Chambers, Newcastle-on-Tyne, lor
about ;£g,ooo, through Messrs. Shaw & Co.. Quayside, New-
castle.
Middlesbrough.
Messrs. Sir Raylton Dixon & Co., Cleveland Dockyard,
still continue to lie busy, and are reported to be likely to
secure an order to build a medium-sized cargo and pas.senger
steamer.
Messrs. W. Harkess & Co., Ltd., have just converted tlieir
business into a puljlic limited company, to enable them to
buy up the land on which their shipyard stands. They have
a good name for the smaller-sized steamers, and expect to
be busy for some months to come.
Messrs. Richardsons, Westgarth & Co., Ltd., maintain a
good output of work, and are reported to have secured a
contract for foreign owners, but enquiries are falling off
somewhat.
Messrs. Smith's Dry Dock Co. continue to be busy in all
departments, both on new and old work, all berths being
taken up,
Stockton and Thornaby.
Messrs. Richardson, Duck & Co. are fairly busy, but
nothing IS reported during the month, though they expect
to book an order that is in the market.
Messrs. Craig, Taylor & Co. keep fairly busy, having
recently launched the s.s. Mary Baird, a fine cargo steamer
for Messrs, Baird &, Co., West Hartlepool. They are pre-
paring to lay down another in the vacated berth.
Messrs. R. Ropner & Sons are busy, but not to the extent
they would like, competition remaining keen and prices
low. They are reported to expect to secure an order for
foreign account.
Messrs. Blair & Co. still maintain a very busy aspect in
all departments, having as much work on hand as they can
cope with at present, "and are reported to be well booked
ahead.
West Hartlepool.
Messrs. W. Gray & Co. continue to be very busy ; amongst
the orders rccentiv booked is a cargo steamer for The Trech-
man Steamship Co., West Hartlepool. They are reported
to be well booked ahead, except for the smaller class of
steamers.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Harbour
Dockyard, continue very busy on old and new work. They
are reported to have secured the contract to build a small
steamer for a Dutch firm.
The Central Marine Engine Works of Messrs. W. Gray
and Co. continue to be very busy in all departments, including
specialities, and have all' the steamers to engine that are
building at their old and central shipyards, being booked
up for nearly a year ahead.
466
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 191 i.
Hartlepool.
Messrs. Irvine's Shipbuilding & Dry Dock Co., Middleton
Yard, arc very busy. Good progress is being made with a
large twin-screw steamer building for Messrs. W. Esplen
and Sons, Liverpool, for the moat trade. They are also
reported to be likely to book an order for two cargo steamers
that are said to be for the Transport Co., Liverpool.
Messrs. Richardsons, Westgarth & Co., Ltd., continue to
be fairly Inisy. They have a considerable amount of work
on hand, good progress being made with their " Contraflo "
condenser, also their new type of radial evaporator. They
are reported to have secured the order to supply the
machinery for two steamers to be built by Messrs. Irvine's
Shipbuilding & Dry Dock Co., and are also busy with several
large condensing plant installations.
THE HUMBER AND DISTRICT.
(From our Own Correspondent.)
NOTWITHSTANDING the strike organized by the
Seamen and Firemens' Union, the Coasting and
Continental services of steamers using the Humber
ports, including Grimsby, Hull and Goole, are still in full
swing, and all steamers get crews as required without trouble.
The Wilson Line have had launched for them at Port
Glasgow on the Clyde, by the Clyde Shipbuilding Co., a
new cargo-boat called the Erato, for the Mediterranean trade.
She is of the following dimensions : — 300 ft. by 43 ft. by 20 ft.
6 in. m.d. She ,will carry 3,700 tons d.w. and will be fitted
with triple-e.xpansion engines to give a speed of 10 knots
loaded. The engines have been built by the Clyde Ship-
building Co. The Wilson liner Eskimo has been chartered
for the naval review.
Messrs. Earle's Shipbuilding & Engineering Co., Ltd.,
have been successful m booking another order from the
Wilson Line, of Hull, for a new steamer for the Baltic trade,
to run between Hull and St. Petersburg. She is to be a
fairly large steamer, 310 ft. in length, and high speed, and
to be fitted for first-class passengers, and holds to be insulated
for carrymg perishable goods, such as butter, poultry, etc.
Refrigerator chambers for cabin stores will be provided.
She will be a similar steamer to the s.s. Kovno class. The
s.s. Cromer, of the Great Eastern Railway Co.. is now under-
going her annual overhaul, opening out machinery, boilers,
etc., to pass Board of Trade Survey. She will be cleaned,
painted and redecorated before taking up her work at Harwich.
The s.s. Immingham, of the Great Central Railway Co., is
nearly finished, the turbine machinery has been taken out
of her and she is now fitted with triple-expansion engines, and
expected to have a fairly good sea-speed. The alterations
have been extensive. The s.s. Marylebone will, in a few
days, undergo the same alterations as the s.s. Immingham.
The s.t. Alprich, French trawder built by this firm eleven
years ago, is now undergoing extensive repairs, also having
a new boiler fitted. The outside staff keep fairly well em-
ployed on different steamers in the various docks, and the
patent slips have been well booked up.
Messrs. Stewart & Craig, engineers and boilermakers.
have had a busy month, and numerous contracts have been
fixed. Prospects are good.
North-East Coast Engineering Works, Ltd., are keeping
fairly busy, and during the last month, work has been done
on the following steamers : — The s.s. Queenie, s.s. Lamming-
ton, s.s. Fox, s.s. Regina, s.s. Floristor, s.s. Olof. and the tugs.
Linesman, Powerful and Winchester. The s.s. Queenie and
s.s. Lammington have both been in dry dock, and heavy
repairs executed.
Messrs. Cooper & Co., Ltd., engineers and boilermakers,
Neptune Engine Works, have had a heavy month of repairs
and dry-dock work. The s.s. Mistley has been lengthened
by 16 ft. 4 in., and other repairs have been executed on her
which will cost a considerable sum. The repair work outside
has greatly increased, and the Company's graving dock
has been employed with coasting and other small steamers.
The branch shop at Alexandra Dock is keeping busy with
outside work, opening out for Surveys, dry-docking of
steamers, etc. The moukling shop at the works is very busy
with orders for propellers and other work.
Fish Dock or St. Andrew's Dock. — The repairing shops
around this particular dock are very busy opening out
boilers and machinery for Lloyd's Survey, and the patent
slip belonging to the North-Eastern Railway Co. is well
engaged with trawlers, etc.
Hull Central Dry Dock & Engineering Works, Ltd. —
This Company always have an abundance of work, and the
staff at all times are taxed to the utmost. The following
steamers have been in the firm's own dock and in the docks
belonging to the N.E.Ry. Co. and H. & B. Ry. Co., which the
Company have been compelled to engage : — s.s. Algores,
s.s. Danmark, s.s. Monica, s.s. Skandia, s.s. Rodney, s.s.
Elisabeth, s.s. Argus, s.s. T angermuldul , s.s. Antwerp City,
s.s. Dalecrest, s.s. Fredheim, s.s. Atlantic, s.s. Muril Coverdale,
s.s. Aridane, s.s. Aridane Christine, s.s. Holgate, etc. They
have now on hand several heavy repair jobs.
Messrs. Amos & Smith, Ltd., engineers and boilermakers,
■Albert Dock Works, are still workmg night and day, to
compete with the many orders they have in hand for boilers
and machinery which they have been entrusted with. In
many cases they cannot give delivery this year. They have
booked several orders lately for next year delivery. The
outside staft is very busy on repair work and opening out for
Board of Trade. Lloyd's and British Corporation Surveys.
The branch shop at Alexandra Dock is keeping fairly busy
on repair and dry dock work. They have booked several
steamers for drv-dock use.
Messrs. Woodall & Co., engineers and boilermakers, have
been tairly employed on the following steamers in the various
docks, overhauling engines and boilers and deck-work : —
s.s. Gustaf Adolph. s.s. Jagerslong, s.s. Holm, s.s. Jelling,
s.s. Rask. s.s. Trigg, s.s. Heim, s.s. Adolph, s.s. Chance, s.s.
Hjld. The works are also fully employed executing orders
for home and foreign export, of their patent Handibloc,
which is coming into great use in ships and warehouses.
The smiths' shop is fully employed with orders for forgings
for the different Railway Companies. Prospects are good.
Messrs. Cochrane & Sons, shipbuilders, Selby, are still
bookmg orders for trawlers and drifters and other small
coasting-steamers for local and other owners. In many
cases they cannot guarantee delivery this year. Several of
the departments of the yard keep working overtime to com-
pete for delivery of same.
SOUTH OF ENGLAND AND ISLE OF
WIGHT.
{From our Own Correspondent.)
THE widening of the Trafalgar Dry Dock in order to
provide sufficient accommodation for vessels of the
Olympic class is rapidly proceeding. The dock was
opened in 1905 and was then amply large enough to take
any vessel afloat. The following figures show the original
dimensions and the size the dock will be after the alterations :
Length overall before, 875 ft. ; after, 897 ft. Width at en-
trance before, 90 ft. ; after, 100 ft. Width inside at lowest
altars before, 90 ft. ; after, 102 ft. Width inside at cope
before, 125 ft. ; after, 125 ft. Depth over cill H.W.O.S.T.
before, 2,^ ft. ; after, 35 ft. Depth over blocks before, 33 ft.
6 in. ; after, 33 ft. or more if required. (Depth H.W.N.T.
about 3i ft. less). The entrance gates are being removed
and replaced by a caisson. Means are provided by which
it will be possible to maintain or increase the level of the water
in the dock whilst the tide is falling outside and a new range
of cast-iron keel blocks is being fitted. Previously ships
have been docked at high tide only, and this has been satis-
factorily completed, due to the long period of high water.
The old dock gates provided for shutting out the water only,
but the caisson is double faced and capable of holding the
water level within the dock with a falling tide outside. Prior
to the reception of the Olympic a distinguished party made a
tour of inspection of the work in progress at the dock under
the direction of Mr. T. M. Williams, docks and marine man-
ager, and the engineering staff.
The Cunard Co.'s new liner Ascania sailed from South-
ampton on the 23rd of May on her maiden voyage to Canada,
in connection with the new fortnightly service which the
Company have inaugurated. 1-The Mayor and a distinguished
company were present at a luncheon aboard the vessel, when
July, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
467
he guaranteed that every facility would be afforded in con-
nection with the new service, especially in that branch of it
relating to dairy produce from Canada, for which the vessel
is thoroughly equipped. Southampton possesses one of the
largest cold stores in the United Kingdom, and, moreover, is
favourably situated as a distributing centre, and it is anti-
cipated that a large trade in Canadian dairy produce will
shortly be conducted from the port.
The Olympic sailed on her maiden voyage to New York
on the 14th of last month in accordance with the Co.'s time
table, although at one time it was extremely doubtful if this
would be accomphshed owing to the coal porters' strike, which
the seamen and firemen also joined. After several meetings
with the employers the " coalies' " grievances were settled
and the men returned to work. The White Star Co. later
granted concessions to their men, so that the liner was enabled
to sail as advertised.
Messrs. J. Samuel White & Co., EastCowes. — H.M. torpedo-
boat destroyer Forester, second of this class for the 1910
programme, was launched on the ist of last month, and has
received her machinery ; also work on the sister vessel, the
Ferret, is proceeding briskly.
Messrs. J. I. Thornycroft & Co., Ltd., Woolston Works,
Southampton. — The following British Admiralty work is in
hand at the above works. H.M.S. Acheron. — This vessel
was launched on the 27th June with masts and rigging, etc.,
and is now completing fitting out. H.M.S. Ariel. — Good
progress is being made on this vessel, which is closely follow-
ing the Acheron, Armoured Motor Patrol Boats. — Two of
these boats have been shipped after satisfactory trials, and
good progress is being made with the twenty-one other boats
to this order. Repair and General Work. — This department
has been well employed during the past month. Amongst
the vessels in hand for repairs were the s.s. Prince Leopold
de Belgique, Commercial, Rohilla, Eveline (Dredger Walter
Bibby), and isteam yachts Christine and Miranda.
Messrs. Day, Summers & Co., Ltd., Northam Ironworks,
Southampton. — The paddle steamer Princess Mary, de-
signed and built by the above firm to the order of the South-
ampton, Isle of Wight, and South of England R.M.S.P. Co.,
Ltd., completed a very satisfactorj' trial trip, and was taken
over by the Company about the middle of last month. The
dimensions of the vessel are — Length, 195 ft. ; breadth,
24 ft. ; depth moulded, 8 ft. 3 in. The machinery indicates
1,000 horse-power and a maximum speed of 15 '8 knots was
obtained. The vessel has several notable features, one being
the large windows alongside the alleyway on each side of the
main saloon, which can be opened or closed as required.
On trial the engines worked with great smoothness, there
being a notable absence of vibration. The boiler is excep-
tionally large and supplied ample steam. The vessel ran her
maiden trip in the Company's service on the 17th of June. Last
month a large number of yachts passed through the hands
of the firm in preparation for the Coronation Review, among
which were the Medusa, Vanduara, Albion and Gelert.
THAMES.
(From our Own Correspondent.)
Companies' Meetings. — At the Union Castle Company's
meeting there was a balance shown of ^72,040, and a dividend
of 6/- per share was declared, making a total of 5 per cent, on
the ordinary shares and leaving /2q,48S to be carried forward.
The Company has three new boats on order, to be named
Galway Castle, Gloucester Castle and Guildford Cattle. The
firm of Messrs. Elder. Dempster & Co. has held its first
annual meeting under Sir Owen Philipps, and a profit is
shown of ;£228,ooo. It was stated an order had been placed
for two express mail and passenger boats for the West .\frican
service, while a new type of cargo-boat is being built also.
A dividend of 6 per cent, was declared, and, together with
2 per cent, on the ordinary shares. 8 per cent, was paid on
the management shares. Among cognate Companies we
find the report of the " Shell " Transport Trading Co., with
a final dividend of 2/6 per share, making 22i per cent, for
the year. This is from an available balance for the year of
;^^9q.82i, leaving ^287, 321 to be carried forward. The
Thames Ironworks & Shipbuilding Co. has held its twelfth
annual meeting, and it was stated by the chairman that
orders had been received for three new boats for the Turkish
Government. The Company are proposing a debenture issue
of ;^30o.ooo, and continues very busy, especiallv in the motor
department. A London firm that has done well is Waygood
and Co., who have had the order for lifts for the titanic
and Olympic. For the North German Lloyd Co. the firm
has fitted lifts after the vessels were in service, which is said
to have been a difficult operation to execute.
Trinity House.— The Master of the Corporation for the
ensuing year is the Duke of Connaught, and Capt. H. Acton-
Blake is the Deputy Master, the members, after the meeting,
proceeding on Trinity Monday to a service at St. Olave's,
Hart Street, where the sermon was preached by the Bishop
of London.
St. Paul's Bridge. — This great project, of which so much
has been heard lately, has not passed the House of Commons.
The opposition of the architects relating to the proposal
as regards St. Paul's Cathedral has been too strong. They
ask that the road from the bridge should lead up to the
Cathedral face instead of passing by the east side, and on
this point the project has been defeated.
New Railway for the Docks. — .\ large proposal which
has been before the public for some time, viz., to construct
an outer London railway from Feltham to the Docks, con-
necting several lines en route has been partly successful,
and as it emerges from the Committee-rooms of the House
of Commons will extend from Northolt to the Victoria and
Albert Docks, the part referring to Tilbury being struck
out, also that to Feltham. Even on this basis it will be a
large matter, the length being nearly 50 miles in a circular
direction. The railways affected wili be the Great Western.
Great Central, North-Western, Midland and Great Northern,
which will all be connected to the new line.
Greenwich Observatory. — The annua! visitation by the
Board of Visitors to this Institution has taken place recently.
The Astronomer Royal, Mr. F. W. Dyson, presented the
report, in which it was stated that since the increase of
electric motors on board H.M. ships, chronometers had
differed somewhat and experiments were taking place to
find out the position as regards the disturbed area at which
chronometers could safely be placed. The experiments were
continuing.
Sea Training. — The Medway. the four-masted barque, "has
returned to the S.W. India Dock after making her first
round-the-world voyage as a training ship. She sailed in
August last with thirty cadets on board, and began her home-
ward trip on February 8th, 'which took ninety-seven days
from Australia. The vessel belongs to Messrs. Devitt and
Moore's Ocean Training Ships, Ltd. The Exmouth. the
framing ship on the Thames, was inspected by the members
of the Metropohtan Asylum Board recently, the Chairman of
the Royal Mail Co., Sir Owen Phillips, being present. Of the
300 boys discharged during 1910, 73 entered the Navy, and
165 the mercantile marine.
Yachting. — This is the season for the Thames regattas,
an important one Ijeing that from the Nore to Dover under
the Royal Thames Yacht Club, the Norada, a new boat,
being the winner in the 19-metre class. There were races
for 15-metre boats and a handicap for yachts from 35 to 75
tons over the same course. Another race by the Club was
over a river course of 49 miles, out and home, finishing at
Gravesend.
MERSEY AND MANCHESTER SHIP
CANAL.
[From our Own Correspondent. )
THE special feature of the month has been the arrival in
the Mersey of the Olympic, which aroused much
interest. Her arrival in the river was the occasion
of much whistle-blowing, etc., and during the following day
many visitors paid 2/6 admission, the proceeds being devoted
to the local charities. In this connection and also with
reference to the new Cunarder Aquitania, it is of interest
to note the steps that have to be taken by a port such as
Liverpool to retain its pre-eminence, the huge Gladstone
Docks under construction, the immense dry and wet dock
system, the powerful fleet of dredgers, embracing the Levia-
than and Coronation, the important salvage plant, and facihties
for heavy repair work second to none in the Kingdom. The
468
THE MARINE ENGINEER AND NAVAL ARCHITECT
July, 1911.
port's fame as a shipbuilding centre is also growing, while
this industry is increasing on the Dee.
Messrs. Cammell, Laird & Co. — All the departments of
these works continue to be very busy with the current orders,
while a fair amount of new work is also being booked, en-
quiries being fairly plentiful. The entire staff now being
centred in one large building, the facilities for dealing with
the large amount of work are further increased. On June
lotli the Chenab was launched at the Tranmere Yard for the
Nourse Line. This vessel will be specially fitted for the
Calcutta trade and has now completed shipping of her engines
and boilers ready for trial. The Highland Piper is lying in
the wet basin and is due to take up her sailings very shortly,
being one of a fleet of ten new steamers recently put on
by the Nelson Line. The Francisco Salles, stern wheeler,
which recently left in tow for Para, has given the owners
such satisfaction that they have placed an order for a similar
vessel with Messrs. Cammell, Laird & Co. The Lapwing
and Lizard, destroyers, also the tenders Adamant a.nd Alecto
are now ready for launch, while the " Dreadnought " and
crui.ser, also the floating dock, are making good headway.
Work is being pushed forward on the Cross Channel steamer
for the Holyhead to Ireland .service of the L. & N.W.RIy.
New boilers are being fitted to the City of Belfast, while the
four-master Cawdor has had her yards removed and other
alterations, preparatory to being towed to Spain for use as
a coal hulk. The Norwegian whaling steamer Bucentaiir
has been in dry dock for extensive repairs and survey, this
requiring the removal of the sperm oil tanks. Mr. T. H.
Blaker, who has been with Messrs. Cammell, Laird & Co. for
ten years, left on June 17th to take up the position of manager
of the shipyard of Messrs. Day, Summers & Co., Southampton.
Mr. Blaker, who has acted as manager of the small-work
department was originally with the firm of Messrs. John
Jones & Co., later the Tranmere Company, and which is
now absorbed in the firm of Messrs. Cammell. Laird & Co.
The Secretary, Mr. J. W. P. Laird, presented Mr. Blaker
with a cabinet of cutlery in the Board Room on behalf of
the firm and staff, while a solid silver cigar case was similarly
presented by Mr. John Watson, chief draughtsman, on behalf
of the engineering staff.
Messrs. Clover, Clayton & Co. — This firm have recently
had a steatly run ol work, and this continues unabated.
The repairs and enlargements to the dry docks and the
installation of larger pumping machinery is now nearing
completion, thus giving this firm increased facilities. The
Midland Railway Co. 's steamers A/anxmaii, Antrim, Donegal
and Duchess of Devonshire have been in for extensive overhaul
and survey. Various other contracts have kept all their
berths busy.
Messrs. H. & C. Grayson. — This firm have had, besides
their usual repair and survey work, several important and
interesting contracts. The Pacific Steam Navigation Co.'s
tug was launched on May 27th and is now fitting out. The
training brig Jas. J. Bibby has been in for repairs, due to
collision on the night of the 30th May in the Mersey with
the St. Elvies, when the former was beached. Messrs.
Grayson effected temporary repairs, afterwards bringing the
Bibby into dry dock. The Bibby left on June loth with a
complement of forty boys for the Coronation Review at
S|iitiieail.
The Liverpool Salvage Association. — For some time past
this Company have been contemplating the establishing of
a depot at Holyhead. A site has now been secured and
equipped with a complete plant. This Company's steamer
Ranger is now taking part in the salving of the Ivernia, after
which she will take up her station at Holyhead. This station
will serve the west coast of England and Scotland, also Ireland,
and it is considered that with a steamer ready to leave at a
moment's notice the mouth of the Mersey could be reached
quicker than from Liverpool, due to time lost in undocking.
.\ similar station is likely to be established in the English
Channel shortly.
School Ship " Conway." — The 52nd annual meeting of the
Mibscnbers was held in Liverpool on the 15th June. During
the year 101 cadets joined and 103 left. The total number
of cadets who had joined from 1859 to iqio was 4,250, 2,909
having entered the mercantile marine, 106 the Royal Navy,
and 3S6 the Royal Naval Reserve as midshipmen.
The " Nimrod. " — This vessel has been laid up at Birken-
head since Sir E. Shackleton's expedition. She has been
purchased by a Captain Webster, who is making a special
voyage to the Yenisei River, in Siberia. He will be accom-
panied by his wife, a Russian lady. The vessel has had a
thorough refit in the Salthouse Dock and leaves at the end
of June.
The Cunard Line. — The Mauretania arrived in Liverpool
on May 30th, having completed her lOOth trip. It is of
interest to note that this vessel began her career 3i years
ago. Her highest day's run westward is 676 and eastward
614 miles. Best average speed for a day's run is 2704 and
for a voyage 26-06 knots. Total mean average speed is
25.2? knots, which is 2910 miles.
White Star Line. — This Company have lost the services
of an old and faithful servant by the retirement, owing to
ill-health, of Mr. Hugh Crawford Boyle, who has had over
thirty years' service with the White Star Line, for twenty-one
of which he has been chief engineer. Mr. Boyle served his
apprenticeship with Messrs. Rankin & Blackmore, of
Greenock, and obtained his two certificates while with the
Leyland Line. His first White Star voyage was made in
the old Arabic, and later he was on the old Adriatic, then
the largest boat afloat. Mr. Boyle has been in command of
the machinery of the Cymric, Celtic, Baltic and Adriatic.
On his retirement Mr. Boyle received from the owners a
solid silver inkstand, and from the engineers a silver salver.
The Training Ship "Indefatigable." — The committee
have appointed Commander H. Butterworth, R.N., retired,
to succeed the late Capt. Bremncr to command the Inde-
fatigable. In 1882 he joined H.M.S. Worcester, and after
two years passed with first-class extra certificates. Having
served his apprenticeship with Messrs. Shaw, Savill & Co.,
he then joined the British India Steam Navigation Co.
Commander Butterworth left the mercantile to qualify in
torpedo and gunnerv. He rejoined his old company and
later rejoined the Navy as lieutenant and later as navigating
officer. After considerable foreign service he went to Green-
wich College and passed for first-class navigating officer.
For some time he was King's Harbour Master in Hong Kong,
and in May, 1911, he retired from H.M.S. Nile with the rank
of Commander.
I
NORTH' WEST OF ENGLAND.
(From our Own Correspondent.)
Barrow-in-Furness. — The shipbuilding industry is very
briskly employed in every department of the works of Messrs.
Vickers, Ltd., at Barrow. By degrees this gigantic establish-
ment has assumed very great magnitude, as from time to time
new branches have been added, or old branches have been
very considerably enlarged. Take one example alone, that
of the boiler shop of the firm. At one time it was a com-
paratively small place. It was greatly e. larged under the
management of the late Mr. Bryce Douglas, but since the
Vickers Co. took over the firm it has been further extended
to about six or eight times its original dimensions. At pre-
sent it is occupied mainly by water-tube boilers, mostly of
the Yarrow tvpe, but there are also many of the okl cylindrical
boilers in progress of construction. In this branch of the
business there is always a deal of work incidental to gun
mounting on which boilermakers are largely employed.
The boiler shop at Barrow is probably the largest in the world
in connection witli any marine or other engineering estab-
lishment.
A Prospective New Industry. — The Vulcan Works at
Barrow, which were originally built for the manufacture of
railwav waggons, and which were subsequently employed
for the building of tubular frame railway waggons, are being
inilled down and the brick and building material is being sold
to re.ady customers. There are many millions of bricks for
disposal, and all the ground, comprising some 20 acres, is to
be cleared in twelve months. The site is then to be used for
a new industry. It was first reported that a new department
of Messrs. Vickers' works would be established here in con-
nection with airship construction, as it is situated within
verv easv distance of the large airship Messrs. Vickers have
Iniiit in the Cavendish Dock, but it appears that the land is
required for quite a new industry for Barrow, that of pro-
ducing electric motors and accessories with which t' e Vickers
Company are already largely connected in works they have
provideci at Birmingham.
July. 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
469
The Chinese Cruiser. -Thu Chinese cruiser, Iniilrting at
Harrow, is to be launched on July 14th, when a large Chinese
party connected with the navy and with the Ambassador's
headquarters in London will visit Barrow to see the launch
and inspect the works of the Company. Tliis is only a small
ship, but it is likely to Ua<l to other orders, and in that sen.se
]s of mi}iortancr to local builders.
The Japanese Battleship Cruiser. — Very considerable pro-
gress has been made with the work of building the Japanese
battleship cruiser at Barrow, as many of the workmen liitherto
engaged on the Britisli cruiser Princess Royal have now been
transferred to the .Mikado's ship. In the lirst week of July
the Japanese warships Kumma and Toni will proceed from
Portsmouth to Barrow, where they will be docked. Admiral
Togo will also visit Barrow at the same time and will inspect
the new Japanese war vessel on the stocks at Messrs. Vickers'
yard, as well as the Princess Royal, which is a smaller vessel
nearing completion. It is also probable that the gallant
admiral will also have the opportunity of inspecting the naval
airship. At any rate, his visit will be of great interest to him,
as his flagship, the Mikasa. was built at Barrow, as well as
the Katori. a more recent addition to the Japanese fleet.
Floating Docks. — Work has been begun on the Montreal
floating dock for the Canadian Government. It is of im-
mense size and is very much larger than the dock recently
built at Barrow for the Brazilian Government. The latter
dock has been thoroughly tested at Rio de Janeiro, having
lifted without a hitch the Minas Geraes and the Sao Paulo,
the two 'Dreadnoughts" built at Elswick and Barrow respec-
tively. The Aberdeen dock, built at Barrow for the Com-
missioners of the Scotch port, is ready for delivery, but she
IS moored in the Buccleuch Dock at present awaiting the
order for delivery, which is being delayed in consequence of
the Commissioners having discovered that certain improve-
ments in the deepening of the harbour will have to be made
before the dock can ride safely at low water.
Dock Work. — Contracts have been let for the deepening
of Walney Channel out to sea with the view of enabUng the
Princess Royal and other similarly large ships to get i i and
out of Barrow harbour. Messrs. Vickers, Ltd., have also
contracted with Sir Wm. .^rroll & Co.. to build a deep water
berth in Walney Channel where the largest vessels — warships
or ocean liners — can ride with safety at dead low water. This
berth wiU be dredged to a depth of 35 ft. at low water. It
will be very useful for the docking of a large ship in an emer-
gency, when it is perhaps impossible for her to get into the
docks, and it will be a great advantage to the firm in being
able to berth a vessel of even greater breadth than 100 ft.,
which is the width of the dock gates, and means will be pro-
vided by wliich vessels can be equipped with engines, boilers,
etc., at this place. Very great activity is observable in the
docks in the work going on in connection with the completion
of the Princess Roval. the Dartmouth cruiser and a tugboat
for the Canadian Government.
Haematites. — The haematite iron trade has fallen off con-
siderably during the past few weeks, and it has been found
necessary to further restrict the output of metal. Mixed
Bessemer numbers are at 64s. nominal, and warrant sellers
at 62s. cash.
Shipping. — There is keen depression in the shipping trade
and the fall in exports of iron and steel as against last year
is over 80,000 tons.
BELFAST.
(From our Own Correspondent.)
Messrs. Harland & Wolff. — The 31st of ilay was an all-
important date in the annals of shipbuilding in Belfast, for
on that dav Messrs. Harland & Wolff dealt with the two
largest vessels in the world, launching the White Star liner
Titanic and despatching her sister ship Olympic. It is not
necessary to ^^ve here a description of these magnificent
examples of naval architecture. Of the launch of the Titanic
it is sufficient to say that everything went oft' without a
single hitch, the huge bulk commencing to move down the
ways at the precise appointed time, whilst as regards the
Olympic — which at the time of writing is on her maiden voyage
from Southampton to New York — her performance on the in-
formal trial trip was entirely gratifying to everybody con-
cerned. A few days previous to this, the Queen's Island
firm completed the fitting out of the two new White Star
tenders. Nomadic and Traffic, which have been designed and
constructed for the Company's service at Cherbourg. With
reference to the statement that Messrs. Harland & Wolff are
to build another vessel for Messrs. Ismay, Imrie &. Co., exceed-
ing the dimensions of the two latest additions to the fleet, it
may be gathered from Lord Pirrie's recent speech at South-
ampton that notliing bigger than these vessels will be built
by them for some little time to come, for Lord Pirrie stated
that his firm had been consulted regarding the building of
a bigger boat, anil that he had pointed out that it would be
folly to construct a vessel for which there is no existing
dry-dock accommodation. It may be taken as pretty certain,
however, that the White Star line will again go in for a
record breaker in the matter of size so soon as the harbour
authorities concerned provide the necessary accommodation.
It is now many years since Lord Pirrie first maintained
(in the days when a vessel 500 feet long was looked upon
as a leviathan) that the day of the 1000-foot ship would
surely come, and that, possibly, in his own time. There
appears to be every prospect of the prediction being realized
within the next few years, and that the next big graving
dock to be built will probably be made to such dimensions as
will take in a vessel of this length and a proportionate width.
Whilst on the subject of big ships, it may be mentioned that
the report that the Hamburg-.America Company had placed
with Messrs. Harland & Wolff the order for a steamer larger
than tlie Olympic and Titanic is incorrect. The Belfast
Evening Telegraph communicated with this shipping company
and were informed that the vc^ssel would be built in Germany.
Messrs. Harland & Wolff have received an order for two
steamers for Messrs. MacGregor, Gow tS: Co., but owing to their
already having contracts to keep the yards in full swing for
a long time to come, the building of these two steamers will
be sub-let to the Tyne. In the large volume of new tonnage
under construction by them are no fewer than four vessels
for the Royal Mail Steam Packet Company. One of these is a
triple-screw mail and passenger steamer of 14,000 tons, to
be named Arlanza. and she will be the largest vessel sailing to
South America. The other three are to be 10,500 tons each,
and are intended for the company's new intermediate service
to South America.
Messrs. Workman, Clark & Co. — On ist June this firm
launched a large twin-screw steamer named Vandyck, which
they have built for Messrs. Lamport & Holt's passenger and
cargo service to the Brazils and River Plate. They have
at present in graving dock for repairs the new British India
Steam Navigation Co.'s twin-screw boat Egra, which was
launched by them in March. The vessel had just undergone
successful speed trials oi the Clyde, and when, subsequently,
she was starting off for a cruise, she unfortunately struck
a submerged rock in the Western Islands. \ considerable
length of her keel plating has been ripped open, and it will be
several weeks before she is ready for sea again.
FOREIGN NOTES.
Germany. — German Shipyard Dividends. — The
following is a list of the most important Shipbuilding Yards
in Germany, taken from the Marine Rundschau, showing
the dividends distributed in the years 1909 and xgio, by
which it can be seen how their position compares with that
of our own yards.
Bremer Vulkan, Ltd. . . for 1909,
Blohm & Voss, Ltd. . . ,, „
Rickmers, Ltd. . . . . ,, ,,
Reiherstieg, Ltd. . .
Stettin Oderworke . . . . ,, „
Neptun . . . .
Niiscke . . . .
Flensburg Co. . . . . ,,
Seebeck & Co. . .
Weser, Ltd ,
Howaldtsworke . ,
Janssen & Schmiliusky
Henry Kock . . . . . . ,,
Tecklenborg . .
Vulkan, Stettin . .
Jlost of the yards have orders in hand, «>hich will not show
in the balance sheets till this or next vear. Some of the
0%, for
■9IO 7i%
4%, ..
., 6%.
5%. ..
.. 7i%
7%. ..
.. 5%.
6%, „
- 0/
4 o-
,. 0%.
4%. ..
„ 0%.
6%. ,.
„ 0%.
4%. „
,. 0%.
0 ,0'
., 0%.
0%, „
., 0%.
0%. ..
„ 0%.
0%. „
.. 0%.
0%, ,.
„ 0%.
2%. „
„ 11%.
470
THE MARINE ENGINEER AND NAVAL ARCHITECT.
ui.y,
1911.
orders are as follows : — The Hamburg-America Lino with
fifteen steamers, their gross register being 126,000 tons ;
the " Hansa " Line with eight steamers of 46,000 gross
register tons ; the Hamburg South American Line with
seven steamers of 44,000 gross register tons, and thirty-three
other steamers of various ocean lines of about 132,000 gross
register tons. Steamship Companies. — The earnings of the
various Steamship Companies in igio were fairly favourable,
the Hamburg America Line distributing 8%, as against
6% in the year 1909. The " Hansa " Line distributed 10%,
as in 1909. The Oldenburg Portuguese Line, however, was
the most successful, leading with 12% for 1910, against 10%
in 1909. .The dividends of the other companies fluctuate
from 3 to 8%, but all show an improvement as compared
with the year 1909.
Kaiser Wilhelm Canal. — The traffic of vessels through
the Kaiser Wilhelm Canal is increasing from year to year ;
35,236 vessels used the Canal in 1909, while in 1910 the number
was 43,328. The new locks will be 330 metres long, larger
than those of the Panama Canal.
Tugboats. — The activity of Hamburg engineers has
secured for them an order for two tugboats for South .\merica ;
the one is to have an engine of 150 and the other of 100 H.P.
A third order is for Africa with an engine of 120 H.P.
France. — Passenger Steamers for Turkey. — Three
passenger steamers for Turkey have been ordered in France.
They are under construction by the Shipbuilding Yard de
Provence, and their dimensions are as follows : — Length
over all, 61 '26 metres; breadth, 9-15 metres; draught,
I '88 and 2-38 metres. Accommodation will be provided for
700 passengers first-class, and 542 passengers second-class, in
the five saloons, one of which is to be reserved for the ladies
of tile harem. They will be heated by steam and lighted
by electricity. The two screws will be protected by a special
construction of the hull, and the engines are of the triple-
expansion t}rpe, developing 600 H.P. and giving a speed
of 14 knots. The vessels are to be delivered in September.
New Steam Packet of the Western Railway of
Fran'ce. — The new steam packet of the Western Railway
of France has already taken up her duties of conveying
passengers and traffic between Newhaven and Dieppe. She
has been built by the Chantiers de la Mediterranee at HaiTe,
and has turned out quite a success. She is equipped with
eight Belleville boilers at a working pressure of 1 7 kilos per
sq. cm., and has also economizers installed. The construction
of the .grates is of the Belleville type with closed ashpits,
and the forced draught is created by two Belleville com-
pressors, i'he driving power consists of three Parson's
turbines, of which one works on high and two on low pressure.
Tliere are two conden.sers. each with 392 sq. m. and a circu-
lating pump able to deliver 1,750 cub. metres an hour, and
fitted up to pump from tlie hold if required. Two air pumps
of 400 cubic m. can serve both condensers at will. The vessel
is generally of very attractive appearance. The Newhaven
has a length overall of 92 metres ; between perpendiculars,
89 metres ; breadth overall, I0'55 metres ; moulded depth,
4-45 metres ; draught, 2-92 metres. On the trial trip she
crossed in 2 hours 43I minutes (the contract limit was 3 hours),
giving her a speed at 24 knots per hour. Her turbines developed
10,000 H.P., as against the contract power of 7,500 H.P.
The conditions of stopping the ship were very severe. When
going at a speed of I2 knots she was to lae brought to a
stop in less than 120 metres ; at the trial this was accom-
plisiied in 90 metres. The draught contracted for was
2'95 metres with the vessel in full working trim ; at the trial
it did not exceed 2-92 m. The decks are of wood, being more
comfortable for the passengers. The passenger accommo-
dation is beautifully decorated with various stained woods
and velvet in elegant patterns. She is to accommodate i ,000
passengers in first and second-class. It mav be mentioned,
as a new feature, that the vessel has special accommodation
for four motor-cars of the largest size of about 2,500 kilos
each. We note with pleasure that English work has played
an important part in making the Newhaven one of the best
boats that ever crossed the Channel.
Italy. — Diesel motors are being now utilized for several
steamers. Among these is the steamer Roma^na, which
has just been launched at the Cantieri Riuniti at .\ncona.
The machine plant is to consist of two reversible Diesel
motors of 1.800 H.P. which are being supplied by Messrs.
Sulzer & Co.
United States of America. — The Great Lakes En-
gineering Works in Detroit have received an order from
the Shenango Steamship Company for two cargo steamers
of 15.000 tons each. The length is 188 and the breadth
1 9' 5 1 metres. Three boilers will supply the steam for the
quadruple-expansion engines.
Holland. — The Dutch Factory van Werktingen at Am-
sterdam has received orders for three Diesel motors, one
being 1,100 H.P. for a tank vessel of 4,250 tons displacement,
and the two others of 2,200 I. H.P. are to be put into a tank
vessel of 9,300 tons displacement, driving two screws. These
orders should have been secured by English firms.
Austria. — A steamer is being built wliich will be the largest
and quickest ocean liner of the Austrian merchant service.
It is being built in the Yard Cantreri Triestino at Monfalcone
for the Austro-American Line. Its dimensions are 152
metres in length, I9'9 in breadth, with a draught of 7-9
metres and having a displacement of 18,000 tons. The speed
is to be 18 knots per hour, which will be obtained by 12,800
H.P., developed by two quadruple-expansion engines. There
will be accommodation for 150 passengers of first, 450 of
second, and 1,800 of third-class, for a crew of 300 men and
also for a cargo of 7,000 tons. Her name will be Kaiser
Franz Joseph I., after the Emperor. The launch is to take
place in Jul)' of this year, so that she is expected to make
her first voyage before the end of the year.
Norway. — The Norwegian Government has decided to
grant a subsidy of 500,000 kroner to assist a new American
Steamship Line for three years, and steamers for the same
will shortly be required, for which no doubt tenders will be
invited from this country.
J.'^PAN. — The competition in the shipbuilding industry is
now being increased by Japan. This enterprising country
has no less than 239 shipbuilding yards, and they turned out
58 steamers in the past year against ^i--. in 1909. This great
increase in one year is a proof that the Japanese are hard
at work, and in due course orders from that quarter will
decrease.
China. — The Shipbuilding Yard at Tsingtau, originally
intended only for repairs, has now for the first time built a
steamer after its own designs for the Chinese Admiralty.
The vessel is 38^5 metres long. 5-8 metres broad, and has a
draught of i'8 metres. The speed trials have shown that
this first attempt has been quite successful. This yard
works under very favourable circumstances and gives a
large surplus.
Coronation Exhibition, Shepherd's Bush, London, W. —
This Exhibition does not contain many exhibits of a technical
character to interest marine engineers ; there are fewer of such
indeed this season than in former exhibitions held in the same
place. Still it is well to pay visits to such places, even though
the eye is not called upon to absorb our every-day technicalities ;
in some respects indeed it is an educational advanta^'e to enjoy
a respite from the hobby of work and allow the mind to dwell
on the passing show spread out within the grounds. The
Indian section is interesting to those who have been in the
East ; many of the reproductions are good and the work being
done is as in the bazaars ; the illustrations, however, hardly
coincide with memories of the actual scenes, yet to those who
have not been favoured with views of the realities, the representa-
tions convev a good idea of what exists. There are several
good models of steamships in part of what was formerly the
Machinery Hall ; these serve to illustrate various types of vessels ;
among these the Slavonia (Cunard Co.) was seen to advantage
under the name of the builders (Sir Jas. Lairg & Co.) The
models of the most modern passenger, coastal and cross channel
service steamers on view show the great ad\ances made during
the last twenty years by the Railway Companies in catering for
the ever-increasing number of sea-going travellers, thus emu-
lating the example of the large Steamship Companies who are
vieing with one another in adding luxury upon luxury to the
comforts previously provided on their vessels. Models of
dredgers are always interesting and those on view show the
principle of action, arrangement of buckets and other details
in the equipment of the modern dredger. One of the wings of
the Hall is devoted to the press, and illustrates historically the
progress which has been made bv the various journals and
papers of the day from the dale of their foundation.
July, iqii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
471
INSTITUTE OF MARINE ENGINEERS.
Visit to Beckton Gas Works.
OX Saturday, May 27111, the Institute of Marine En-
gineers paid a visit to the works of the Gas, Light and
Coke Company at Beckton. The first gas company
ever estabUshed, it appropriately claims precedence, also in
owning the largest gasworks in the world. An impression
of their extent may be obtained when it is stated that they
cover 270 acres of ground, and communication is established
between the different parts of the works by means of a net-
work of railways with a total length of 40 miles, with twelve
signal boxes and thirty-two locomotives. There are fourteen
retort houses, each w'ith its own complete set of purifying
apparatus, and each forming in itself a gas works of no mean
size. There are nine gas-holders in all — one of them havmg
a capacity of nine million cubic feet — but comparatively
little of the gas is stored, about 50,000,000 ft. being pumped
to London during the twenty-four hours. The total capacity
is 75,oix).ooo ft'., including 13,000,000 ft. of carburetted
water gas.
Before proceeding to the gas-making plant the visitors
were shown round the constructional, repairing and tool-
making shops. There are seventy-two Lancashire and
Babcock boilers used, the furnaces including the " Beckton."
a special type constructed on the works for burning coke
" breeze " under pressure. The forge, which is a building
of fairly large size, contains thirty fires and three steam
hammers.
The largest retort house at present in use is 510 ft. long
and 100 ft. wide. It contains 405 retorts and can produce
5^ miUions cubic ft. per day. The retorts, consisting of
fireclay tubes 20 ft. in length, are arranged in beds of nine,
surrounding a central combustion chamber, the hot gases
from the furnaces beneath being conveyed round the retorts
and returned to the bottom tunnel, through which they are
conveyed to the central smokestack. Vertical iron pipes
at the mouths of the retorts carry the crude gas distilled
from the coal to the top of the retort beds and into a rectan-
gular hydraulic main running along the length of the beds.
The water in this pipe acts as a valve, preventing the gas
returning through the vertical pipe when the retorts are
opened for discharging and filling, and also acts as a purifier,
a large proportion of the tar and ammonia contained in the
gas being depo.sited. From the hydraulic main, the gas is
withdravvn bv exhausters, the coal being thus distilled in
a partial vacuum the gas is more readily given off by it.
The gas is then conveyed through condensers, of which there
are two types used, the vertical and horizontal, the purpose
of the apparatus being to condense, by the free circulation
of air around the pipes, the tar and ammonia left in the gas.
These products are then run off into the storage tanks and
the cooled gas, which still contains a considerable amount of
ammonia, carbonic acid and sulphuretted hydrogen, is passed
through the washers, or scrubbers. These are circular cast-
iron towers, about 60 ft. in height, filled with coke. Weak
ammoniacal liquor or clean water percolates through the
•coke, meeting the ascending gas and removing therefrom the
whole of the remaining ammonia, carbonic acid and sulphu-
retted hydrogen being also absorbed to some extent.
The gas next passes through eight sets of purifiers, two
containing carbonate of lime to remove the carbonic acid ;
two containing oxide of iron to remove the sulphuretted
liydrogen ; two containing sulphuretted lime to remove the
bi-sulphide of carbon, and lastly, through two vessels con-
taining clean lime to remove the last traces of sulphuretted
hydrogen.
In addition to purifying the gas, the value of the residual
products from these purifying processes reduces the expenses
of manufacture by about 40 per cent.
,\fter leaving the purifiers the gas is passed through the
large station gas-meters before being conveyed to the gas-
holders, where it is stored for use as required. It is pumped
through to Westminster along cast-iron mains of 4 ft. dia-
meter at a pressure of 48 lbs., by means of eight large gas-
exhausters, on Beale's rotary plan, each capable of pumping
250,000 cubic ft. per hour.
Considerable interest was shown in the apparatus for filling
and emptying the retorts. Three types are used at Beckton :
the West, driven by compressed air ; the Arrol-Foulis, by-
hydraulic power, and the electrically-driven Fiddes-Aldridge.
The last-named apparatus fills and discharges at one opera-
tion. It consists of a series of iron boxes fixed on a revolving
wheel. By means of a shoot fed by overhead hoppers, coal
is shot into the line of boxes as they enter the retort. The
front end of the first box is fitted with an arrangement which
pushes the hot colie out at the other end of the retort, and
when the boxes have traversed the length of the retort, a
feathering plate at the bottom enables the boxes to be with-
drawn, leaving the coal deposited in the retort. The hot
coke is caught on a conveyor containing water, part of it to
be used to heat the furnaces and the remainder to be taken
away for commercial use.
The coal is allowed to remain in the retort for eight hours
at a uniform heat of about 2,000 deg. F. The wear and tear
upon the retorts is naturally very heavy, and they arc re-
newed about every four years.
After looking over the works the party was taken by rail
to the pier, a structure built on cast-iron cylinders and pro-
jecting about 150 yards from the shore, and with a river
frontage of 800 ft. There are five berths, each giving accom-
modation to the largest size of steam collier, and, by means of
twelve large hydraulic cranes, the unloading power is equal
to 12,000 tons per day. The average consumption of coal
at the works is about 40,000 tons per week, each ton of coal
giving from 11,000 to 12,000 cubic ft. of gas.
A large quantity of oil is used for the purpose of enriching
the gas. making carburetted water gas. in the manufacture
of which the Beckton works was the pioneer. By means of
this plant, gas can be so obtained of any illuminating power
up to 30 c.p.
The coal testing plant, which is really a miniature gas
works, proved of great interest. Samples of 50 tons are
tested at a time, the final result being shown by means of the
photometer, an instrument by which the jet of flame is
measured relatively to the pressure.
After partaking of refreshments kindly provided by the
Company, a voteof thanks was accorded, on the proposal of
Mr. W. McLaren, seconded by Mr. F. M. Timpson, to the
Company and to Messrs. Solomon, Rainey, Hunter and
Wheeler^ under whose guidance the inspection was made.
LAUNCHES AND TRIAL TRIPS.
LAUNCHES— English.
Orcades and Lacerta. — On May 1st, there was launched
from the shipyard of Messrs. Cochrane & Sons, ship-
builders, Selby, two steel screw trawlers, the principal
dimensions being, 12S ft. by 22 ft. by 13 ft. 4 in.
moulded. The vessels have been built to the order of
Messrs. The Dolphin and Lindsay Steam Fishing Co.'s,
Ltd., of Grimsby, and will be fitted with powerful triple
expansion engines by Messrs. Amos i: Smith, Ltd., of
Hull, and is replete with all the latest improvements for
ashing purposes.
Harpalyce. — On May ist, Messrs. William Gray & Co.,
Ltd., launched the handsome steel screw steamer Har-
palyce, which they have built to the order of Messrs. J.
& C. Harrison, Ltd., London. She will take the highest
class in Lloyd's Register, and is of the following dimen-
sions, viz. : Length overall, 441 ft. ; breadth, 53 ft. 6in. ;
and depth 31 ft. Sin., with two decks laid, long bridge,
poop and topgallant forecastle. The hull is built with
deep frames and holds quite clear of all obstructions, cel-
lular double bottom and large aft and fore peak ballast
tanks, fourteen steam winches, return exhaust pipes and
winch condenser, steam steering gear amidships, hand
screw gear aft, four masts with telescopic topmasts, der-
rick tables, outriggers and twenty-two derricks, also
Porter's patent derrick sockets for dealing with heavy
lifts, patent direct steam windlass, fresh water distiller,
shifting boards, trunks and feeders for bulk grain car-
goes, stockless anchors, steel lifeboats, icehouse, ventila-
tion for the Eastern trade, electric lighting and all require-
ments for a first-class cargo steamer. The engine and
boiler-room, tank tops, bunkers and tops of casing, etc.,
are coated with Bitumastic Enamel. The machinery will
be supplied by the Central Marine Engine Works of the
builders, the engines, triple expansion, having cylinders
28 in., 45 in., and 75 in. diameter, by 51 in. stroke, the
472
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
main condenser is designed to maintain a high vacuum,
whilst attention has been given to ensure a high tempera-
ture in the boiler feed water. Steam is generated in four
large boilers of the builders' "flanged shell" type at a
pressure of iSo lbs. per square inch, the heating surface
being over 8,900 square feet, and is worked under How-
den's system of forced draught, with the bronze propeller
fitted the speed of the vessel will Be about 11 knots.
Corte. — On May ist, there was launched on the Tyne,
by Messrs. Swan, Hunter & VVigham Richardson, Ltd.,
a fast passenger steamer which is being built to the order
of Messrs. Fraissinet & Co., of Marseilles, for their Cor-
sican mail and passenger service. The vessel, which is
built of steel, is 280 ft. in length by 37 ft. beam, and is
being constructed under the special survey of the Bureau
Veritas. She will be propelled by four-crank . triple-ex-
pansion engines, balanced on the Yarrow, Schlick and
Tweedy system, and designed to drive the vessel at a speed
of lyi knots. The engines, together with the boilers,
are also being built by Messrs. Swan, Hunter 6t Wig-
ham Richardson, Ltd. The accommodation, which is for
50 first-class passengers, includes dining saloon, state-
rooms and smoke-rooms, all of which are handsomely fur-
nished and fitted up in luxurious style. There is also
accommodation for 60 second-class passengers, berths for
24 third-class passengers, and shelter for deck passengers.
A Cochran (Annan) donkey boiler with patent seamless
furnace has been supplied and fitted.
Craigston. — (in May 2nd, Messrs. William Gray and
Co., Ltd., launched the steel screw steamer Craigston,
which they have built for Messrs. John Cory & Sons, Ltd.,
Cardiff. She will take the highest class in Lloyd's
Register, and is of the following dimensions, viz. : Length
overall, 311 ft.; breadh, 46 ft.; and depth 21 ft. 7^ in.
She is a handsomely modelled vessel of the one-deck type
with poop, bridge and topgallant forecastle. Tasteful
cabin accommodation will be fitted up in the poop for
captain and officers, the engineers being berthed in houses
on the bridge and the crew in the forecastle. The hull
is built with deep bulb-angle frames, clear holds, cellular
double bottom and large after peak ballast tanks. There
are four powerful steam winches placed on raised plat-
forms with double derricks to each for rapidly di.scharg-
ing coal and powerful warping winch on poop, horizontal
multitubular donkey boiler, steam steering gear is fitted
amidships and hand screw gear aft, patent direct steam
windlass, stockless anchors, telescopic masts with fore
and aft rig, and a first-class outfit for the vessel's special
trade. The machinery is made by the Central Marine
Engine Works of the builders, being of the triple expan-
sion type with cylinders 22 in., 36 in., and 60 in.
diameter, with a piston stroke of 39 in., and is fitted with
two large steel multitubular boilers to work at a pres-
sure of iSo lbs. per square inch.
Braunton. — On May nth, Messrs. Richardson, Duck
and ('o. launched from their yard a steel screw steamer of
the following dimensions, vis. : Length overall, 393 ft.
6 in.; breadth extreme, 50 ft.; depth moulded, 29 ft. ain.,
with a deadweight carrying capacity of 7,500 tons. This
vessel, which has been built to the order of the Tatem
Steam Navigation Co., Ltd., of Cardiff, will take highest
class in British Corporation Registry, and has been built
under special survey. She .is a single deck steamer, with
wide spaced channel frames. Steel centre division is
fitted in holds, in which there are no beams nor quarter
pillars. Vessel has carg® poop, bridge amidships, and
topgallant forecastle, with very large hatches to expedite
the loading and discharging. Special accommodation
for captain, officers, and engineers is provided in steel
deckhouses on bridge deck, petty officers and apprentices
being berthed under bridge at after end, and crew in top-
gallant forecastle. A cellular double bottom for water
ballast is fitted throughout except under boilers. Vessel
has also peak tanks, and equipment includes seven steam
winches, exhausting into ('ontraflo winch condenser, large
horizontal multitubular donkey boiler, 14 derricks, steam
windlass with quick warping ends, steam steering gear,
etc. The engines, by Messrs. Blair S: Co., Ltd., have
cylinders 25 in., 42 in., 68 in., by 45 in. stroke, steam
being supplied by two extra large single-ended boilers
having a working pressure of 180 lbs. fitted with How-
den's forced draught.
Seaford. — Messrs. William Dobson tV Co. have recently
launched from their shipbuilding yard at Walker the steel
screw steamer Seaford, which they have built to the order
of Messrs. Stephenson, Clarke & Co., of London, for their
coal coasting trade. The vessel is 164 ft. long, 30 ft.
beam, and 14 ft. deep, and is built to the highest class at
l^loyd's, with all the latest arrangements of a modern
collier. The machinery is placed in the after end of the
steamer, and has been -constructed by the North-Eastern
Marine Engineering Co., Ltd., of Wallsend. The engines
are of the usual triple expansion type, having cylinders
15I, 25, 41 by 30 in. stroke, with one boiler iSo lbs. pres
sure.
Two Steel Tugs. — The Goole Shipbuilding and Repair-
ing Co., Ltd., have recently launched from their Victoria
Shipyard, Goole, two handsomely modelled steel screw
tugs of the following dimensions : Length overall, 85 ft.
6 in. by 23 ft. bj' 12 ft. 3 in. The vessels have been
built considerably above Lloyd's highest class, and under
special survey, and are fitted with steam windlass, steam
steering gear, and nice cabin accommodation. A steam
fire pump is to be fitted in each vessel. Triple expansion
engines will be fitted by Messrs. Earle's Shipbuilding and
Engineering Co., Ltd., of Hull. The vessels have been
built to the order of Messrs. The Argentine Navigation
Co. (Nicolas Mihanovich), Ltd. These are the first two
tugs of four that the firm are building for the same owners.
Chinese Prince. — On May 12th, the s.s. Chinese Prince
was successfully launched from the shipyard of Messrs.
Short Brothers, Ltd., Pallion, Sunderland. She has been
built to the order of Jas. Knott, Esq., for the Prince
Line, Ltd., of Newcastle, and her leading dimensions are :
Length, 4ro ft. ; beam, ,4 ft. 4 in. ; and depth moulded,
28 ft. 1 in. Taking Lloyd's highest class, the vessel has
complete shelter deck with upper and main decks and is
divided by six watertight bulkheads. . Water ballast is
provided throughout the double bottom in fore and after
peaks, and in a large chamber tank to height of main
deck fitted just aft of engine-room. The decks are sup-
ported by strong girders below beams with wide spaced
tube pillars at corners of hatches. The loading and dis-
charging arrangements have received special attention,
sixteen derricks being fitted on strong tables at masts with
cros-.trees above and four derricks on posts working from
six large hatches. Twelve steam winches, steam wind-
lass, ash hoist with shoot overboard, steam steering gear
fitted in engine-room, controlled from wheelhouse on
upper flying bridge and connected by rods and chains
to double armed quadrant on rudder head, are supplied,
driven from a large multitubular donkey boiler fitted on
upper deck. Hand steering gear is fitted in house aft.
Accommodation for twelve passengers, with saloon artisti-
cally panelled in polished oak, bathrooms, pantry, etc., is
fitted in large house on shelter deck. Captain's room,
chartroom, and office are arranged in house above saloon
house with a wheelhouse above. The oflicers and engineers
are berthed in houses alongside engine casing on shelter
deck, and the crew and petty officers in the after end of
shelter deck. Steam heating and complete sanitary ser-
vice are provided in accommodation. An installation of
electric light is installed throughout the vessel. The
propelling machinery will be fitted by Messrs. The North-
Eastern Marine Engineering Co., Ltd., of Sunderland,
and consists of triple expansion engines with cylinders
2T, 45, and 74 inches diameter, and a stroke of jt inches,
taking steam from three large multitubular boilers of
180 lbs. pressure and fitted with Howden's system of forced
draught. Messrs. Wailes, Dove & Co.'s " Bitumastic "
Enamel was applied to the 'tween deck bunkers and pocket
bunkers, etc.
Mary Baird.— On May 15th, Messrs. Craig, Taylor «
Co , Ltd., launched from their Thornaby Shipbuilding Yard,
Thornaby-on-Tees, a handsomely modelled single deck screw
steamer of the following dimensions, vis. : 306 ft. by 45 ft.
by 22 ft. 6 in. moulded. She is built of steel to the
h'igh(!st class in Lloyd's Registry, under special survey,
and has poop, bridge and topgallant forecastle; water
ballast in double bottom fore and aft and in peaks. She
is equipped with patent steam windlass with quick warp-
ing ends, steam steering gear, five steam winches, and
"kiley" patent donkey boiler; telescopic masts, and all
the latest improvements for rapid loading and discharg-
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
473
ing. The accommodation for captain and officers is neatly
fitted up in deckhouses amidships, the engineers being in
deckhouse alongside engine casing, and the crew in the
forecastle. Her engines have been constructed by Messrs.
MacColl & Pollock, Ltd., Sunderland, the cylinders being
224 in., 36^ in., 60 in. by 39 in., with two large steel
boilers working at 180 lbs. pressure. In addition to
general trades, the vessel is also specially adapted for
timber carrying. The vessel has been built to the order
of Messrs. J. W. Baird &- Co., of West Hartlepool, for the
Baird Shipping Co., Ltd., under the superintendence of
Mr. \Vm. Graham, M.LM.E., Consulting Engineer and
Marine Superintendent, of West Hartlepool.
Two Steel Screw Trawlers. — On May 13th, there were
launched from the yard of Messrs. Cochrane & Sons, Selby,
two steel screw trawlers, built to the order of Milford and
Grimsby owners. The vessels will be replete with all the
latest improvements for the trawling trade, and will be
fitted with powerful triple expansion engines by Messrs.
C. D. Holmes & Co., Hull, and the Great Central Co-
operative Engineering and Ship Repairing Co., Ltd.,
Grimsby, respectively. As the first vessel left the ways
she was gracefully christened Weigelia by Mrs. Mark
Scott, and the other vessel was christened by Mrs,
Cochrane, after which the company adjourned to the
builders' offices, where the customary toasts were given
and responded to.
Bansara. — On May 13th, the launch took place at the
yard of Hepple & Co., Ltd., of South Shields, of this
vessel, which has been built for Elder, Dempster & Co.,
Ltd., for African service. The dimensions of this craft
are : Length, 105 ft. by 21 ft. by 7 ft., and she is fitted
with two sets of triple expansion engines, capable of
developing sufficient power to obtain a speed of eleven
miles per hour with a large cargo on a very light draft,
A spacious bridge will be arranged for, on which pas-
senger accommodation will be located. The officers are
berthed aft, the crew in the forecastle. Two steam winches
and four hatches are provided,
Mile-End, — On May, 25th, Messrs, W'illiam Dobson and
Co, launched from their shipbuilding yard at Walker a
steel screw steamer which they have built to the order of
the Commercial Gas Co,, of Stepney, London, The vessel
has been built to the highest class at Lloyd's, and is of
the following dimensions : Length between perpendi-
culars, 165 ft, ; breadth, 38 ft. ; depth moulded, 15 ft,
4 in. The steamer has been specially constructed for the
Commercial Gas Co.'s coal trade between the Tyne and
their works on the Thames, The machinery is being
built by Messrs, MacColl & Pollock, Ltd,, of Sunderland,
and is of the usual triple expansion type, having cylinders
17^, 2q, 48 by 33 stroke with one large boiler,
Dalebank, — On May 24th, a large assembly gathered
at the yard of the Northumberland Shipbuilding Co,, Ltd,,
Howdon-cn-Tyne, to witness the launching of a finely
moulded steamer for the firm of Taylor & Worthington, of
Liverpool, The vessel, which is a duplicate of the s,s,
Dalecrest, recently built by the Northumberland Ship-
building Co,, Ltd,, for the same firm, is 390 ft. long by
49 ft, beam, by 29 ft, deep, and has been built under
special survey to the highest class at Lloyd's, She is
fitted with long bridge, long poop, topgallant forecastle,
the accommodation, which is ample, being placed in steel
houses on bridge deck. Careful attention has been devoted
to the loading and discharging gear, and a complete out-
fit for the rapid handling of cargoes arran.ged for, con-
sisting of eight steam winches, by Messrs, Clarke, Chap-
man & Co,, Ltd,, Gateshead-on-Tyne, a large number of
cargo derricks, and steam windlass by Clarke, Chapman
and Co., Ltd. She is fitted with the usual water ballast
arrangements for light passages. The machinery is to
be supplied by Messrs, Richardsons, Westgarth & Co,,
I^td,, Sunderland, consisting of engines with cylinders
25, 41, Or) by 48 in, stroke, three large steel boilers with
180 lbs, pressure. The vessel will carry about 7,500 tons
on a light draft, and steam about 10 knots loaded at sea,
Izgled, — On May 26th, Messrs. Wm. Doxford & Sons,
Ltd., launched from their yard at Pallion, Sunderland, a
single deck vessel built to the order of Messrs. Racich,
Lucovich, Banaz & Harris, Ltd. The dimensions are :
Length, 385^ ft, ; breadth, 50 ft, ; moulded, 2SJ ft. Dead-
weight capacity 7,500 tons on a moderate draft. The
engines and boilers are being constructed by Messrs, Dox-
ford, The Izgled has been built to Lloyd's and Austrian
Veritas classifications, and under the inspection of Mr,
Baxter, of Newcastle, on behalf of the owners,
Torilla. — On May 27th, there was launched from the
Jarrow Yard of Palmers' .Shipbuilding and Iron Company,
Ltd., the handsomely modelled steel screw passenger and
cargo steamer Torilla, built to the order of the British
India Steam Navigation Company, Ltd. The vessel,
which is over 400 feet long, has been built to Lloyd's
highest class under special survey, and has Board of
Trade passenger and emigrant certificates. There are
three complete steel decks, with poop, bridge, and boat
decks. The first-class passenger accommodation is fitted
in single and two-berth cabins in a large deck house on
the bridge and on the shelter deck inside the bridge.
Accommodation for the second-class passengers is arranged
in two and three-berth cabins in the poop. The upper
and main decks are reserved for the emigrants' sleeping
quarters and dining spaces, A large dining saloon for
the first-class passengers is situated at the fore end of the
bridge. The second-class dining saloon is at the fore
end of the bridge deck, while at the aft end of the same
deck is the smoke room. The vessel is lighted through-
out by electricity. Derrick posts and winches are fitted
at all cargo hatches to enable her to handle cargo rapidly.
The steamer is fitted with triple expansion engines, taking
steam from four large boilers, working under forced
draught. These also are being constructed by the builders,
and will be capable of driving the vessel at a speed of
between 12 and 13 knots.
Lord Haldane & Lord Wenlock.— On May 29th, there
were launched from the shipyard of Messrs. Cochrane and
Sons, .shipbuilders, Selby, two steam drifters, the prin-
cipal dimensions of which are as follows : Length, 84 ft. ;
breadth, iS ft. ; depth moulded, 9 ft. 6 in. The vessels
have been built to the order of Lowestoft owners, and will
be fitted with compound surface condensing engines by
Messrs, C. D, Holmes & Co,, Ltd,, of Hull, and will be
replete with all the latest improvements in this class of
vessel .
Gorjistan. — On May 29th, Messrs, William Gray & Co,,
Ltd,, launched the large -steel screw steamer Gorjistan,
which they have built for Messrs. Frank C, Strick & Co.,
Ltd,, Swansea and London, The vessel will take the
highest class in Lloyd's Register, and is of the following
dimensions, viz, : Length overall, 384 ft, 6 in. ; breadth,
50 ft. ; and depth, 30 ft. She is a handsomely modelled
vessel of the double deck type, with poop, long bridge,
and topgallant forecastle, having very tasteful cabin
accommodation in houses on the bridge deck for pas-
sengers, captain and officers, and is fitted throughout with
electric lighting. The vessel has a cellular double
bottom and after peak tank for water ballast, and in addi-
tion there is a deep tank or hold compartment fitted for
water ballast abaft the engine room, giving a total capacity
for water ballast of about 2,000 tons. The whole of the
outfit, including steam windlass, steam steering gear, ten
steam winches, with return exhaust to winch condenser of
the Contraflo type, are of the most approved description.
The machinery is made by the Central Marine Engine
Works of the builders, being of the triple expansion type,
with cylinders 28 in., 46 in,, and 77 in., with a piston
stroke of 48 in. She is fitted with a Contraflo main con-
denser, Weir's feed pumps and heater and large steel
multitubular boilers working by Howden's forced draught
at a pressure of iSo lbs, per square inch.
Princess Alice, ^On May 29th, in brilliant weather,
Messrs, Swan, Hunter & Wigham Richardson, Ltd,,
launched from their Wallsend Shipyard the finely
modelled passenger steamship Princess Alice, which is
being built for the Canadian Pacific Railway Co,, for
their steamship service between Vancouver, Victoria and
Seattle on the Pacific Coast. The design and construc-
tion of this handsome vessel has been supervised by the
Company's steamship representatives in England, The
Princess Alice is about 300 ft, long with a breadth of 46
feet. She is built to the highest class of Lloyd's, and in
accordance with the requirements of the Canadian Gov-
ernment for passengers in channel or Pacific Coast ser-
vice. The main engines, constructed by the Wallsend
Slipway and Engineering Co,, are triple expansion, with
4?4
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
four cranks balanced on the famous Yarrow, Schlick and
Tweedy system to eliminate vibration. The vessel is de-
signed for a speed of close on i8 knots per hour. In
addition to the ordinary coal bunkers, the ship will carry
fuel oil and the boilers will be fitted with a complete in-
stallation of oil-burning apparatus. The arrangements
for the accommodation and comfort of the passengers have
been planned so as to be second to none in a vessel of this
class. In addition to the commodious cabins extending
the whole length of both the upper and promenade decks,
there will be several suites of bridal chambers. On the
main deck aft is the dining room. Below the dining
room is a restaurant with seating accommodation for about
a hundred persons at small tables. On the promenade
deck forward is the observation room with large plate
glass windows on three sides, which is a particularly com-
fortable apartment. At the after end of the same deck
is the first-class smokeroora, furnished in fumed oak. This
is another handsome and comfortable room with wide and
lofty windows and surmounted by a stained glass dome.
On the upper deck both forward and aft of the engine
and funnel casing there are large social halls' or music-
rooms. The corridors of the promenade deck will be
specially lofty and well lighted by having a coach roof
extending over their full length.
NigariStan. — On May 29th, Messrs. Irvine's Shipbuild-
ing & Dry Docks Co., Ltd., launched from their Harbour
Dockyard, West Hartlepool, the handsome steel screw
steamer Nigaristan, built to the order of Messrs. F. C.
Strick & Co., Ltd., of .Swansea and London. The dimen-
sions are 385 ft. long by 50 ft, beam extreme by 30 ft.
depth moulded, and the vessel has two complete decks,
with poop, bridge and forecastle, and is built to Lloyd's
highest classification. A double bottom is fitted through-
out for water ballast, and a large deep tank is fitted abaft
the engine room bulkhead. She is constructed with bulb
angle frames and longitudinal stringers, and is fitted with
seven watertight bulkheads, five large hatches are pro-
vided, and all the latest facilities for the rapid loading
and discharging of cargo , ten steam winches, fourteen
derricks (including two to lift 30 tons each). A power-
ful quick warping steam windlass is fitted forward, steam
steering gear amidships and hand gear aft. Electric
light is fitted throughout the vessel, including arc lamps
at the large hatches and a searchlight on the forecastle
head. The captain, officers and engineers are berthed in
large houses amidships, together with accommodation for
about twelve first-class passengers, the sailors and firemen
being berthed in the forecastle. The lighting, heating
and sanitary arrangements have received special atten-
tion, the most improved methods having been adopted
throughout. The propelling machinery, which will be
fitted by Messrs. Richardsons, Westgarth & Co., Hartle-
pool, has been built to a very complete specification, and
embodies the latest practice in marine engineering. The
engines are of the triple expansion type, having cylinders
28 in., 46 in., and 77 in. by 48 in. stroke, with large
forced draught boilers working at a pressure of 180 lbs.
A feature in the design of the machinery is the adoption
of the complete " Contraflo " system of condensing and
feed heating. This consists of both main and auxiliary
condenser of the Contraflo type, independent feed pumps,
cascade filter, and a special design of feed heating
arrangement whereby the whole of the auxiliary exhaust
steam is utilised. In addition to the usual general pur-
pose and feed donkey a separate float controlled feed pump
will be fitted for use in port, and also a separate circula-
ting pump for the auxiliary condenser. The evaporator
will be of the Morison vertical radial type, and other
accessories include steam ash hoist, etc. The propeller
is arranged with loose bronze blades, and has been de-
signed to suit the special conditions under which the
engines will be run.
Henrik. — On May 29th, Sir Raylton Dixon' & Co., Ltd.,
launched from their Cleveland Dockyard, Middlesbrough,
a fine steel .screw steamer which they are building to the
order of Messrs. Bruusgaard, Kiosterud & Co., of Dram-
men, Norway. The vessel is being constructed under
special survey to class 100 Ai at Lloyd's, and to pass
Norwegian Veritas, and is of the single deck type with
poop, long bridge and forecastle. Her principal dimen-
sions are 372 ft. by 26 ft. 5 in. moulded, and she will have
a deadweight carrying capacity of about 7,400 tons on a
light draft of water. Saloon and captain's room will be
fitted up in large steel house amidships, with chart room
and office on top, and flying bridge above this. The
officers' and engineers' accommodation will be provided
in side houses abreast engine casing, while the firemen
and crew will be located aft in poop. The vessel has
four holds, five hatches, two masts, and she will be
equipped with ten derricks, ten steam winches, steam
windlass, two large donkey boilers, hand and steam steer-
ing gear, and all the latest and most modern appliances
for the rapid handling of cargo. Triple expansion engines
having cylinders 25, 41 and 68 by 48 in. stroke, supplied
with steam by two very large single-ended boilers working
at 180 lbs. pressure, will be fitted by the North-Eastern
Marine Engineering Co., Ltd., Wallsend-on-Tyne.
Darnholme.— On May 29th, Messrs. Robert Thompson
and Sons, Ltd., launched from their Southwick Yard a
first-class finely modelled cargo steamer, built to the order
of Messrs. Thos. Smailes & Son's Steamship Co., Ltd., of
Whitby, being the fourth vessel they have built for the
same owners. Her principal dimensions are : Length
overall, 361 ft. 4 in. ; breadth, 50 ft. ; and depth moulded
25 ft. 10 in. She will take the highest class at Lloyd's,
and is constructed with single deck and designed to carry
a large deadweight cargo on a light draught. Ample water
ballast is provided in the cellular bottom and the after
peak. Full cargo poop and bridge are fitted, and top-
gallant forecastle for the crew. Accommodation is pro-
vided for the chief officer, second, officer, steward, spare
room, and dining saloon, etc., tastefully fitted up in oak
in a large steel house at the fore end of the bridge. The
captain's sitting and sleeping rooms, also chart room, are
fitted above this house, under the upper flying bridge.
The engineers', petty officers' and apprentices' berths, with
messroom, bathroom, etc., are situate in steel houses
abreast the engine casing. There are five cargo hatch-
ways, with double derricks fitted on tables, an-1 -ross
trees at masthead, also derrick posts to brid;;e hatches,
worked by six powerful steam winches, and a large mul-
titubular donkey boiler of ample capacity for the supply
of steam to the deck machinery. The engines by Messrs.
The North Eastern Marine Engineering Co., Ltd., Sun-
derland, having cylinders 25 in., 42 in., and 68 in., with
a stroke of 45 in., steam being supplied by large boilers
working at a pressure of iSo lbs. per square inch.
BayardO. — On May 29th, the handsomely modelled new
royal mail steamship, Bayardo, built to the order of-
Messrs. Thos. Wilson, Sons & Co., Ltd., Hull, for their
Gothenburg service, was launched from the yard of
Earle's Shipbuilding and Engineering Co., Ltd., Hull.
Her dimensions, etc., are as follows: Length B.P., 330 ft.;
breadth, 47 ft. ; depth moulded, 35 ft. ; gross tonnage,
3,570 tons; displacement, 5,250 tons; horse power, 3,600.
The Bayardo is being built under special survey, to
Lloyd's 100 Ar highest class, and with a full Board of
Trade passenger certificate. She will carry over 100
saloon passengers, and sumptuous accommodation is pro-
vided for them, she will doubtless prove herself the queen
of the fleet. The smoking room at the fore end of the
promenade deck, is panelled in walnut and paved with
rubber tiles, and the dining saloon on the upper deck is
a magnificent room panelled in fumed oak. The second-
class accommodation differs from the first-class only in
being rather less ornate, and here the passengers will find
a large dining saloon, a well equipped smoking lounge,
and a breezy promenade. Special care has been taken
in the construction of the pantries, kitchens, cold storage
and refrigerated chambers, all of which are arranged in
accordance with modern scientific principles. .Ml the
lavatories, bathrooms, and other conveniences are of the
latest type, well lighted and ventilated, and perfectly
sanitary. The steamer is fitted with wireless telegraphy
and submarine signalling installation, and will be con-
stantly in touch with either England or the Continental
wireless stations. The Bayardo is intended to take up
her staion '^" t^"" r-ottionburg service leaving Hull on
Thursday, July 20th, and she will run alternate weeks
with the Calypso, leaving Hull on Thursdays at 6.30 p.m.
from the Riverside Quay, arriving in Gothenburg early
Saturday morning, giving a quick despatch for passengers
travelliiig through Sweden to Stockholm, Finland and St.
July, 1911.
THE MARINE ENGINEER AND NAVAL ARCHITECT
475
Petersburg. The machinery will consist of a set of fast
running triple expansion engines, balanced to reduce
vibration to a minimum, and three large boilers working
at 180 lbs. pressure and fitted with forced draught. Messrs.
Wailes, Dove & Co.'s Bituniastic Knamel was applied to
the cellular double bottom, bunkers, etc.
Xylopia and Princeps. — On May 30th, there were
launched from the yard of Messrs. Cochrane & Sons, Selby,
two steel screw trawlers built to the order of Milford and
Grimsby owners. The vessels will be replete with all the
latest improvements for the trawling trade, and will be
fitted with powerful triple expansion engines by Messrs.
C. D. Holmes & Co., Ltd., Hull.
Brierton. — On May 30th, Messrs. Irvine's Shipbuilding
and Dry Docks Co., Ltd., launched from their Middleton
Shipyard, the steel screw steamer Brierton, built to the
order of the Brierton Shipping Co., Ltd. (Messrs. Sydney
Hogg & Co., managers), West Hartlepool. The dimen-
sions are : 352 ft. long by 47 ft. 9 in. beam extreme by
25 ft. 6 in. depth moulded, and the vessel is built to
Lloyd's highest classification, having a single deck, with
poop, bridge and forecastle. Cellular double bottom is
fitted throughout for water ballast, and the fore and after
peaks are available as trimming tanks. The steamer is
constructed with deep frames and longitudinal stringers,
giving clear holds for the stowage of bulky cargo, and is
divided into six watertight compartments by means of five
watertight bulkheads, whilst wood grain divisions are
fitted in the holds. There are extra large cargo hatches,
seven steam w-inches worked from multitubular donkey
boiler, and all the latest improvements are included in
the outfit of the vessel. A powerful quick-warping steam
windlass is fitted forward, and steam steering gear amid-
ships, with hand screw gear aft. The captain, officers
and- engineers are berthed in houses amidships ■ and the
crew and firemen in the forecastle. The lighting, ventil-
ating and sanitary arrangements have received special
attention, the most improved methods being adopted
throughout. Triple expansion engines are being sup-
plied and fitted by Messrs. Richardsons, Westgarth & Co.,
Ltd., Hartlepool, having cylinders 25 in., 40 in., and
67 in. by 45 in. stroke, with two large single-ended boilers,
180 lbs. pressure, and in accordance with their latest prac-
tice this vessel is to be fitted with a " Contrafio " con-
denser and the usual auxiliaries.
Clan Mackenzie. — On June Sth, Messrs. Wm. Doxford
and Sons, Ltd., launched from their yard at Pallion, Sun-
derland, a large 'tween deck vessel, with complete shelter
deck, built to the order of the Clan Line Steamers, Ltd.
(Messrs. Cayzer, Irvine & Co.), Glasgow, for whom
Messrs. Doxford have sister vessels in hand. The dimen-
sions are : Length, 445 ft. ; breadth, 53^ ft. ; moulded
depth, 29 ft. ; deadweight capacity, 8,500 tons. The
engines and boilers are being constructed by Messrs. Dox-
ford. Classification is with British Corporation.
Hopemoor. — On May 31st, in the presence of a large
and interesting gathering of ladies and gentlemen, there
was laiinched from the shipyard of Messrs. John Readhead
and Sons, Ltd., West Docks, South Shields, a steel screw
steamer, built to the order of Messrs. Walter Runciman
and Co., Newcastle-on-Tyne. The vessel is of the improved
single deck type, and is built to Lloyd's highest class, and
under their special survey. She is 35S ft. 6 in. in length,
by 49 ft. by 26 ft. 8^ in., with poop, long extended bridge,
and top gallant forecastle. The vessel is fitted through-
out with wood shifting boards and feeders in compliance
with the requirements of the Grain Loading Act, and is
well equipped with a large number of steam winches and
derricks for the rapid handling of cargoes. She has a
double bottom for water ballast as well as a large after
peak tank. The vessel will be fitted with triple expan-
sion engines also constructed by Messrs. John Readhead
& Sons, Ltd., having cylinders 25 in., 42 in., 68 in., by
45 in. stroke, steam being obtained from two large steel
boilers of 160 lbs. working pressure. There is also a
large marine type donkey boiler.
Vard.— On June Sth, a large steel screw steamer was
successfully launched at Southwick. The vessel has been
built to the order of Mr. And. Jacobsen, Christiania, and
is of the following dimensions : Length, 360 ft., breadth
• 50 ft. to in., and depth moulded 26 ft. She is built to
Det Xorske Veritas' highest class, with one deck laid, and
has bridge, poop and topgallant forecastle. The engines
and boilers are to be fitted by the North-Eastern Marine
Engineering Co., Ltd., Sunderland, with cylinders 24^,-
40^, and 67 in., with a stroke of 45 inches, steam being
supplied by two large boilers of 180 lbs. pressure.
LAUNCHES-Scotch.
Cameronia. — On May 27th, there was launched at Far-
tick the 10,500-ton steamship Cameronia, which has been
built for the Anchor Line's passenger and cargo service
between Glasgow and New York. The vessel, which will
be ready for service in August, will run in conjunction
with the steamers Columbia, Caledonia, and Calilornia.
The Cameronia, which was named and launched by Lady
Hermione Cameron of Lochiel, is a twin-screw steamer
530 ft. in length over all, 62 ft. in moulded breadth, and
36 ft. 6 in. in moulded depth. She is a strikingly hand-
some vessel, with two steel pole masts and two funnels.
She is divided into nine water-tight compartments, and is
provided with ample appliances for the safety of the pas-
sengers. The first-class accommodation, for 240 persons,
is amidships. Most of the state-rooms are on the bridge
and promenade decks, and are arranged for one, two, or
three passengers in each. There are also a few first-class
rooms on the main deck. The first-class dining saloon,
the largest apartment in the ship, is on the upper deck.
It will seat about - 200 persons. The second-cabin pas-
sengers, of whom 424 can be carried, will be berthed
largely on the same deck as the first-class, but entirely
separate. Their rooms are fitted for two or four each,
with a few larger cabins for family parties. There are
two second-class dining saloons, a ladies' room, and a
smoking-room. Of third-class passengers, 900 will be
provided for. There will be special accommodation for
married people, families, and single women. The vessel
will be supplied with triple expansion, four-crank engines,
on the balanced system. Steam will be generated in six
double-ended, and three single-ended boilers, working at
a pressure of 200 lb. per square inch. The deck auxiliary
machinery includes steam steering gear, controlled by
telemotor, and fitted with liquid control brake to avoid
jarring and straining in heavy weather, steam windlass
and capstan on the forecastle, and two steam capstans aft.
On the boat deck are two electric winches for lowering
and hoisting the boats. The Cameronia will be able to
carry a large cargo, and is provided with specially large
hatches. To facilitate the loading and discharging of
cargo there are nine powerful horizontal winches. The
Cameronia is the largest ship which has ever been built
to pass regularly up and down the Clyde. The develop-
ment which she represents as compared with the old City
ol Glasgow, which sailed on her maiden voyage from the
Clyde,about 60 years ago, is well shown by the following
comparisons : City of Glasgow — Length, 220 ft. ; breadth,
32 ft.; depth, 21 ft.; tonnage, 1,608 tons; engines, over-
head beam jet condensing; indicated horse power, 1,500.
Ca?neronia — Length, 530 ft. ; breadth, 62 ft. ; depth, 36 ft.
6 in. ; tonnage, 10,500 tons ; engines, twin screw triple
expansion four crank; indicated horse power, 11,000.
ill. — On May 29th, a very fine screw steam yacht of
about 730 tons V.M. was launched at Leith for His Im-
perial and Royal Highness the Archduke Charles Ste-
phen of Austria, by Messrs. Ramage & Ferguson, Ltd.,
built to designs by Mr. Alfred H. Brown, of London. Her
principal dimensions are : Length, 225 ft. ; breadth, 29 ft. :
depth moulded, 17 ft. 6 in.; with an awning deck fore and
aft and two masted schooner topsail yard, schooner rig.
The owner's accommodation is situated . both before and
abaft the engine space w'ith intercommunicating passage
between, and consists of large royal reception rooms fitted
by Waring & Gillow, London, and very roomy sleeping
apartments for the Archduke, his family and friends.
The general appointments of the yacht are of the highest
class, a special feature is a large entrance hall entered
through a door in ship's side, with staircases leading to
the cabins and awning deck. Steam steering gear, windlass
and capstan combined and two warping capstans aft bj'
Reid, of Paisley, are fitted, and a very complete electric
installation is installed with two dynamos, one being
driven by steam engine and the other by an oil motor for
use in port. The machinery consists of a compact set
of triple expansion engines having 16 in., 26 in., 42 in.
476
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
diameter, by 27 in. stroke, with two steel boilers working
at i()0 lbs. pressure, which are expected to drive the yacht
at a high rate of speed.
Robert Dollar. — On June 2nd, was launched at Port
Glasgow the steamer Robert Dollar, built for the Robert
Dollar Company, San Francisco. The principal dimen-
sions of the vessel are : Length, 410 ft. ; breadth, 54 ft. ;
depth moulded, 29 ft. 9 in. She has a deadweight carry-
ing capacity of 8,800 tons, and a gross registered tonnage
°f 5>3S°- T^^e vessel, which is designed for the timber
trade, has four masts, large hatchways, and all modern
appliances for the rapid handling of cargo.
KJrkfJeld. — On June 10th, there was launched at Port
Glasgow a steel screvv steamer, named Kirkfield, for Mr.
James R. Cuthbertson, Glasgow. She has been built to
400 ft. ; breadth, 51 ft. 10 in. ; and depth, 29 ft. 6 in. ;
whilst her gross tonnage is about 4,750. The steamer
will have triple-e.xpansion engines, the cylinders being
26^, 44, and 72 in. in diameter, by 48 in. stroke.
Pungue. — On June 12th, Messrs. Wm. Simons & Co.,
Ltd., Renfrew, launched from their works one of their
latest types of single screw combined bucket suction and
discharging dredgers, the Pungue, which they have con-
structed for the port of Beira. As customary with Messrs.
Simons & Co., the vessel was launched with all its machin-
ery on board complete ready for work. The hull and
machinery have been built to Lloyd's highest class and
the bucket and pump dredging outfit embodies all the most
modern improvements. The bucket ladder is arranged
so that the bucket can dredge the vessel's own flotation.
The dredging pump is arranged to deliver through a long
length of floating and shore pipes. The propelling power
is provided by one set of compound surface condensing
engines. Steam is supplied from one steel boiler con-
structed to Lloyd's requirements for a working pressure
of 120 lbs. per square inch. The propelling engine is
arranged for driving the bucket chain and the dredging
pump. The engine room auxiliary outfit includes inde-
pendent feed pumps, bilge pumps, service pumps, circu-
lating pumps and condenser. The dredging machinery
is of strong design, and all parts of the gearing and
bucket chain are of special hard and durable steel, so as
to reduce wear and tear to a minimum. Independent
steam hoist gears are provided both for ladder and suction
pipe. The mooring winches are provided at bow and
stern. The Pungue has been built under the direction
of Messrs. Livesey, Son &- Henderson, London, consulting
engineers to the owners, assisted by Messrs. Thomas Nash
and Son, Inspecting Engineers, Sheffield.
Remuera. — Messrs. Wm. Denny & Bros., Dumbarton,
recently launched the twin screw steamer Remuera, built
to the order of the New Zealand Shipping Co., London.
The vessel is 484 ft. in length, 62 ft. moulded breadth, and
35 ft. depth to upper deck. The vessel is finely equipped
for both passenger and cargo carrying, the whole of the
forward part of hull being insulated for the conveyance
of frozen meat cargo. She will be propelled by two sets
of direct-acting triple expansion engines, which with the
necessary boilers have been built by Messrs. Denny & Co.,
of Dumbarton Engine Works. The Remuera is the eleventh
vessel to be built for the New Zealand Shipping Co. by
Messrs. Wm. Denny & Bros., and is just double the size
of the first vessel supplied to the company.
LAUNCHES— Irish.
Vandyck. — On June ist, the twin screw steamer Vandyck
was launched by Messrs. Workman, Clark & Co., Ltd.,
Shipbuilders, Belfast, for Messrs. Lamport & Holt, Liver-
pool. The steamer is intended for the owners' passenger
and cargo service to the Brazils and River Plate.
TRIAL TRIPS.
Langholm. — On .May 23rd, the handsome steel screw
steamer I.anglwlm, built by Messrs. Wm. Gray 6.; Co.,
Ltd., to the order of the London and Northern Steamship
Co., Ltd. (Messrs. Pyman Bros., London, managers), had
her trial trip. After a preliminary run along the coast,
the vessel was put upon the measured mile at Whitley,
when a speed of 12 knots was attained. See Launches,
May.
Cllftonian. — On May 23rd, the steel screw steamer
Cliltonian built by Messrs. The Northumberland Ship-
building Co., Ltd., Howdon-on-Tyne, to the order of
Messrs. J. Mathias & Sons, Aberystwyth and Cardiff,
left the Tyne for her Ofiicial Trial Trip. The vessel is
390 ft. long by 49 ft. beam by 29 ft. deep, and has been
built under special survey to the highest class at Lloyd's.
She is fitted with long bridge, long poop, topgallant
forecastle, the accommodation which is very ample being
placed in steel houses on the bridge deck. The 'tween
decks are lofty and so arranged that cattle, troops, or
emigrants may be carried if necessary. Very special
attention has been paid to the loading and discharging
gear, and a complete outfit for the rapid handling of car-
goes arranged for, consisting of eight steam winches by
Messrs. Clarke, Chapman & Co., Ltd., Gateshead on-Tyne,
a large number of cargo derricks, and steam windlass by
Messrs. Emerson, Walker & Thompson Bros., Dunston-on-
Tyne. She is fitted with the usual water ballast arrange-
ments for light passages. The machinery has been sup-
plied by Messrs. The North Eastern Marine Engineering
Co., Ltd., Wallsend, consisting of engines with cylinders
25, 41, 69 by 48 in. stroke, three large steel boilers with
180 lbs. pressure. This vessel carries about 7,500 tons
on a light draught and will steam about 10 knots loaded at
sea. The trial trip proved in every way satisfactory,
and a speed of 12 knots was obtained. After the trial
trip the vessel proceeded to Tyne Dock to load for the
Suez under the command of Capt. A. O. Jones.
Boheme. — On May 24th, the single deck steamer Boheme,
built and engined by Messrs. Wm. Doxford & Sons, Ltd..
Sunderland, to the order of Messrs. Marco. I'. Martino-
lich & Co., Lussinpiccolo, ran a successful trial, when a
mean speed of 104 knots was attained. See Launches,
June.
Lola. — On May 25th, the trial trip took place of this
powerful steel screw tug and service vessel which has
been designed and constructed by James Pollock Sons and
Co., Ltd., of 3, Lloyds Avenue, London, and Liverpool.
The dimensions of the Lola are : Length, 64 ft. ; breadth,
14 ft.; depth mean, 5 ft. 3 in. This vessel, which is in-
tended for the West Coast of South America, obtained the
satisfactory speed of io| miles. The Lola is fitted with
compound surface condensing engines, having cylinders
10 in. by 22 in. diameter by 15 in. stroke, and a return
tube boiler with a working pressure of 130 lbs. The
water tanks and special keels will specially suit the vessel
for heavy sea work. This vessel will be shipped by
Messrs. The Nautilus S.S. Co.'s new steamer now near-
ing completion, and will be launched from the deck of
same at her destination.
Kronstad. — On May 25th, the trial trip took place off
the Tyne of the new steamer Kronstad, which has been
built by Messrs. William Dodson & Co., of Walker, for
Messrs. Grefstad & Herlofson, of Arendal, Norway. This
vessel has been built to the highest class at Norske Veritas
and is of the following dimensions : Length between per-
pendiculars, 313 ft. ; breadth, 46 ft. 6 in. ; depth moulded
23 ft. Triple expansion engines have been fitted by the
North Eastern Marine Engineering Co., Ltd., of Wall-
send, having cylinders 23, 38, 62 by 42 stroke, with two
single-ended boilers. After a satisfactory trial on the
measured mile the vessel left for Methil to load a cargo
for Cronstadt.
Andaluslan.— On Mav 27th, the s.s. Andalusian. built
by Messrs. W. Harkess &- Son, Limited, for
Messrs. The Ellerman Lines, Ltd., was taken for her
oflScial trial trip. A very complete programme of tests
and trials of deck machinery, gear and auxiliaries was
gone through to the entire satisfaction of the owners, and
a mean speed of 12 knots was obtained as the result of a
series of runs on the measured mile. See Launches, June.
Bolinders. — On May 29th, this new motor fishing
vessel, which has been built jointly by James Weatherhead
of Eyemouth, and James Pollock Sons & Co., Ltd., of
London and Liverpool, the latter supplying the motor,
was put through her trials at Eyemouth, when the excel-
lent speed of iii miles per hour was obtained, the same
being a mean of four runs on the Admiralty course. The
maximum speed on a single run was 13 miles. In
testing the manoeuvring powers of this vessel, it was found
the vessel when going full ahead could be brought to a
July, igii.
THE MARINE ENGINEER AND NAVAL ARCHITECT.
477
standstill with the engine going full astern in the remark-
able time of 20 seconds. We understand that the BoUttde"!
has already started on her fishing duties, and the results
will be wal. bed with interest. See Launches, June.
Telemachos. — On May 29th, the handsome steel screw
steamer, 1 cUmachos, built by Messrs. Wm. Gray & Co.,
Ltd., West Hartlepool, for Mr. George C. Dracoulis, 01
Braila, had her trial run to the Tyne, where she takes
in her first cargo. After adjustment of compasses, the
vessel was headed for the Tyne, where she arrived after
a splendid run, her average speed as registered by the
log being 12^ knots, and the performance of both ship
and machinery giving great satisfaction to all concerned.
See Launches, June.
Lord Lonsdale. — On May 31st, the steamer Lord Lons-
dale, whirh has been built to the order of Messrs. John
Herron & Co., of Liverpool, by Messrs. William Hamil-
ton & Co., Port Glasgow, was taken on her loaded trial
trip, when she maintained a speed of over 115 knots .on the
measured mile. See Launches, June.
Kinross. — On June ist, the steel screw steamer Kinross,
built by Messrs. The Northumberland Shipbuilding Co.,
Ltd., Howdon-on-Tyne, to the order of Messrs. B. J.
Sutherland & Co., Ltd., Newcastle-on-Tyne, left the Tyne
for her official trial trip. The trial trip proved in every
way satisfactory, and a speed of ii^ knots was easily
obtained. See Launches, May.
Tregurno. — On June ist, the new screw steamer Tre-
gurno, built by Messrs. John Readhead & Sons, Ltd.,
West Docks, South Shields, to the order of Messrs. Edward
Hain & Son, St. Ives, Cornwall, was taken to sea on her
official trial trip. After the trial, which was in every
way satisfactory to all concerned, the vessel proceeded to
Tyne Dock to load for Venice, under the command of
Captain Blake. See Launches, June.
Kanna. — On June ist, the new steamship Kanna com-
pleted by Messrs. Ramage & Ferguson, Ltd., Leith, for
the Union Steamship Company of New Zealand, Ltd., ran
her official trial trip on the Firth of Forth on the meas-
ured mile. A speed of 12 knots was obtained which was
considered highly satsfactory. The vessel sailed same
day for London to complete her cargo for Durban and
New Zealand. See Launches, May.
Holly Branch. — On June 2nd, the Holly Branch, built
on the Wear for the Nautilus Steam Shipping Co., Ltd.
(Messrs. F. & W. Ritson, managers), was taken out to
sea for her official trial trip. The vessel, which has been
built to take the highest class of the British Corporation
Registry, is of the shelter-deck type, with short forecastle
forward, clipper stem and bowsprit, and fitted with three
masts. She has .been specially designed for the owners'
trade with the West Coast of South America, and is fitted
with 28 derricks and 11 steam winches for the rapid load-
ing and discharging of cargo. Over the measured mile the
vessel attained a speed of 14.5 knots. The vessel after-
wards left for the Tyne under the command of Capt. Lee.
Exford. — On June '7th, the steel screw steamer Exjord,
built by Messrs. Craig, Taylor & Co., Ltd., Stockton-on-
Tees, for Messrs. W. J. Tatem & Co., of Cardiff, was
taken to sea for her trial trip, which proved highly satis-
factory. During the whole of the trip everything worked
with the greatest smoothness, and over a series of runs a
speed of 11 knots was obtained, the vessel at the time being
fully loaded. Immediately after the trial the vessel pro-
ceeded on her voyage to Port Said, under command of
Captain W. Hughes. See Launches, May.
Riviera. — t)n June 7th, the turbine steamer Riviera,
built at Dumbarton, for the South-Eastern and Chatham
Railway Company's Channel service, completed her official
trials, which were thoroughly satisfactory. On the run
of four hours the speed was 21.99 knots, with only four
of the boilers in operation and with very moderate air
pressure. The highest mean speed on the mile, with the
turbines fully opened out, was 23.07 knots. Several
astern runs were also made, and an astern speed of 15.15
knots was attained. There were also exhaustive and suc-
cessful stopping, turning, and manoeuvring trials. See
Launches, May.
9,000 Ton Steamer.— On June 7th, a fine shelter deck
vessel, built bv the Northumberland Shipbuilding Co.,
Ltd., Howdon-on-Tyne, left the Tyne for her official trial
trip. The steamer is jointly owned by Messrs. Houlder,
Middleton & Co., Ltd., and Andrew Weir & Co., of Lon-
don, and is intended for the trade between New N'ork and
the Far East, in which the two firms are mutually inter-
ested. The trial trip proved in every way satisfactory,
and a speed of 13 knots was obtained. See Launches,
April.
Blackheath. — On June 8th, the s.s. Blackhealh, built by
Messrs. Ropner & Sons, Ltd., of Stockton-on-Tees, made
her official trial trip in the Tees Bay. After some very
satisfactory trial runs, during which the vessel attained
a speed of over 11^ knots, she proceeded to Barry to load.
See Launches, June.
Kinkasan Maru. — On June loth, this vessel of 8,200
tons D.W., built by Sir Raylton Dixon & Co., Ltd., of
Middlesbrough, was taken out on trial trip, and proved
in every way saisfactory. See Launches, June.
Clan Macphee. — On June 13th, the s.s. Clan Macphee
proceeded on her official trial trip, and after adjusting
compasses in Hartlepool Bay the vessel proceeded to the
measured mile for a test of speed. Everything worked
very smoothly, and on four runs on the Whitley Bay
measured mile, a speed of 13^ knots was obtained, a very
heavy sea running at the time. See Launches, June.
Atlantica. — The large steamer Ailantica, built on the
Tyne, for the Atlantica Sea Navigation Company of Buda-
pest, recently completed her trial trip. The machinery
worked without a hitch of any description, and a speed
of II J knots was attained. The vessel sailed afterwards
under the command of Captain B. Martha for Immingham,
to load her cargo. See Launches, June.
San Andres. — On June 15th, the new steel screw steamer
San Andres, built by Messrs. Wood, Skinner & Co., Ltd.,
Hill Quay on Tyne,' to the order of Mr. Otto Thoresen, of
Christiania, for the Otto Thoresen Line, left the Tyne for
her official trial trip. During the trial trip the machinery
ran exceedingly well, easily maintaining a mean speed of
i3i knots, which was considered very satisfactory by all
present. See Launches, June.
Saint Leonards. — On June 15th, the new steamer Saint
Leonards, built by Messrs. Arch. McMillan & Son, Ltd.,
for Messrs. Rankin, Gilniour & Co., Ltd., Liverpool, ran
trials on the measured mile at Skelmorlie, when a mean
speed of 13 knots was obtained in light condition. The
machinery was supplied by Messrs. Rankin & Blackmore,
Greenock, and everything worked most satisfactorily. See
Launches, June. (
Saldanha. — On June 15th, the steamer Saldanha was
successfully launched from the Wallsend yard of Messrs.
Swan, Hunter, and Wigham Richardson, Ltd. This vessel
is being built for the well-known Bucknall Line, under
the control of Sir John EUerman, Bart., and is designed
for the general cargo-carrying trade between the United
Kingdom, South Africa, and the Far East. The leading
dimensions of the vessel are : Length over all, 397 ft., and
breadth, 48 ft. 9 in. She has a deadweight carrying
capacity of 8,720 tons. The triple expansion engines and
the boilers are being constructed by the Wallsend Slipway
and Engineering Company.
ANSWERS TO CORRESPONDENTS.
R. M. M., Manilla. — The first compound engine was con-
structed and patented by Jonathan Hornblower in 1781, but
the patent was upset by Messrs. Boulton & Watt for infringe-
ment in the use of a separate condenser and air pump. It was
revived in 1804 by .Arthur Woolf. but it was half a century
later before the type was made a commercial success. It is
reported that the first engine was built for a brewery in
London. In 18 14 it was extensively introduced by Woolf
as a pumping engine in the mines of Cornwall, but it fell
into disuse owing to the competition of the high-pressure
single cylinder engine of Trevithick's. The final revival
was in 1845, and occurred through several causes. M'Naught
introduced a plan of improving beam engines of the original
Watt type bv adding a high-pressure cylinder whose piston
acted on the beam between the centre and the flywheel end.
Steam of higher pressure than had formerly been used,
after doing work in the new cylinder, passed into the old or
478
THE MARINE ENGINEER AND NAVAL ARCHITECT.
July, 1911.
lower pressure cylinder, where it was further expanded.
The compound form was selected by .Mr. William Pole for
the pumping engines of Lambeth and other water-works about
1850.
One of the first, if not the first, set of compound marme
eni^ines for a screw propeller was built by Messrs. Randolph
Elder & Co., subsequently Messrs. John Elder & Co., of
Glasgow, and was fitted in the s.s. Brandon in 1854. From
further information supplied by the Fairfield Shipbuilding
and Engineering Co., successors to Messrs. Elder & Co., the
engine fitted in the Brandon was vertical, direct-acting and
geared. She made her trial trip in July, 1854, and was
subsequently engaged as a despatch-boat during the Crimean
war. The Fairfield Co. further state that the late John Elder
as early as 1862 patented arrangements for working steam
expansively in four successive cylinders (the present quad-
ruple-expansion engine), and also an improved kind of water-
tube boiler, evidently with a view of obtaining steam of
higher pressure than the boilers then in vogue were capable
of carrying.
A. A., Manchester. — Excluding warships and the sort of
mayfly yacht which races at Cowes and the Riviera, in the
serious business of shipping for commercial purposes, there
are no vessels to touch the speed of the two Cunarders
Mauretatiia and Lttsilania, whose speed under favourable
circumstances may be put at 26 knots, a speed which they
are capable of maintaining for a full twenty-four hours,
if not for the whole Atlantic passage. The new vessels
Engadine and Riviera, built for the Cross-Channe; fleet of
the South-Eastern & Chatham Railway, are to be of 23 knots
speed, and that rate of progress has been maintained by the
Newhaven, recently added to the Newhaven and Dieppe
service by the French State Railways. The new Ostend
liners are also of this speed, as are the City of Dublin vessels
employed in the cariia,£;e of mails between England and
Ireland, whilst the Great Western Co.'s Fishguard liners
have a similar speed. One or two of the Isle of Man Co.'s
vessels also average 23 knots. The express steamers ol tl-.e
Nord Deutscher Lloyd Co., engaged in the New Yoik service,
do their 23 knots at sea.
The Marine Engineer and Naval
Architect Patent Record.
Compiled by Messrs. E. P. Alexander &■ Son, Chartered Patent
Agents, 306, Hish Holborn. London, W.C.
3,560. Turbines. In a marine turbine installation, an
impulse element a is mounted within the same casing as a
low-pressure reaction element c, but the steam, alter passing
through the impulse element, is exhausted through a pipe 1
to one or more intermediate-pressure reaction elements (not
shown) mounted upon another shaft or shafts, and is after-
wards exhausted back into the element c. The object is
to enable part of the turbine casing containing the impulse
staging to be made of about the same diameter as the re-
are arranged so that port and starboard impulse turbines
may be worked alternatively in series or in parallel, the
reaction turbines always working in parallel. An astern
turbine d, exhausting into the same passage / as the low-
pressure stage, may be added.
3,658. Ships. Leakage, detecting, stofyping and removing-
— In order to save the waste oil that accuhiulates in the bilge
below the engine room, the bilge suction-pipe d. Fig. i, is
fitted with a pipe e open to the atmosphere. The suction
is thus broken at a pre-determined level ei. The pipe e may
mainder. Regulating-valves controlling the admission oi
steam to the impulse stage are provided. Additional impulse
stages may be provided and valves arranged so as to by-pass
certain of these stages. In duplicated installations, com-
prising port and starboard sets, conduits with suitable valves
be adjustable in the interior of the pipe d, as shown in Fig. 4,
and it may be graduated. Fig. 5 shows a form in which the
pipe d passes down a wider pipe e, at the top of which air
enters. In a further form, a ball float operates an air cock.
4,100. Turbines. A combined ahead and astern turbine,
comprising an impulse stage c and a reaction part d for
forward driving, and similar elements e, f for reverse driving,
is provided w^th a single dummy piston k. The exterior
surfaces of the dummy piston are subjected to the pressure
in the impulse stage c, and the interior surfaces are subjected
to the pressure in the impulse stage /, whereby the end thrust
is balanced for either direction of rotation. The position of
the dummy piston may be varied, and the low-pressure side
may be placed in direct communication with the exhaust.
4,291. Turbines. A three-shaft marine turbine plant
consists of two side turbines, as described in Specification
3,560/10, and a central turbine. A high-pre.ssure reaction
turbine a is mounted upon a central shaft, and low-pressure
reaction turbines c are mounted upon the side shafts, the
low-pressure turbines having one or more impulse stages /
incorporated therewith, but separated therefrom by a partition
g. Each side shaft is also provided with an astern turbine //.
For normal running, steam is first admitted to the stages /
through pipes /, whence it flows through pipes n to the turbine
a, and afterwards passes bv way of pipes 0 to the low-pressure
turbines c. Check valves'? are arranged in the pipes 0, and
interdependent valves s, t are provided, so that the steam
leaving a stage / may be directly by-passed to its corresponding
turbine c without passing into the turbine a. The upper
part of the Figure shows the turbine a cut out, and the
lower part the method of normal running. In a modification,
the valves q are of the type described in Specification
22,748/04, and the arrangement of the other valves is also
modified.
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